Skip to main content

Full text of "Good Roads; devoted to the construction and maintenance of roads and streets"

See other formats 


9-     -"^ 


GOOD  ROADS 


DEVOTED  TO  THE  CONSTRUCTION  AND 

MAINTENANCE  OF  ROADS 

AND  STREETS 


'/,■ 


■'I 


VOLUME  ^ 
JULY--DECEMBER,  1915 


THE  E.  L.  POWERS  CO. 

150  Nassau  Street 
NEW  YORK 


INDEX  TO  VOLUME  X 

JULY-DECEMBER.  1915 
GENERAL   INDEX, 


PaS« 
A 

AcaoMallw.  Hlshway.  Systam  In.     By 
a  D.  OilWl  >»» 

Aik4    a*orste    eountlM    to    biuld 

roads ** 

OoBTlct  Ubor  In ■ ** 

t}oo«  Road*  Oay«~  flxed  by  t*»-  .„ 

laUtar*    *J| 

HMaZ%««lh   oir'an"  Undeiiirabie 
L*c>aUllv«  Meaaura  In  th«.(Bd.)  tS8 

Buta  bichway  oOlclala    ..■■■      IT 

SUtta  road  laws,  chancaa  made  by 

Uia   L<aclalatura   In    tba SI* 

BUtlatlcs   on    road   work » 

MkM: 

Hlchvay  laws f  J 

SUta   hlfbwAr  offlclala I] 

SUIIsUc*  oa  read  work o 

f  gri-nn    and    Europaan    pavementa, 

eeaip*r<son  of  •" 

Anarlcan  H1tO*>7  Aaaoclatlon: 

HUlory    and    d»«<-rlpllon    of 'KT 

Th«  Pan-AjD*rtc«n  Road  Congresa 

«B4.»  1" 

(Saa  alsor-Aaaoclatlona"  and  "Moet- 
IBS«") 
AbmHcab  Road  Builders'   Association: 
Beard  at  Diractors  Plana  tbe  1S16 

Qpoveatlon     268 

Batfnasa     Uactlns     at     the     Pan- 

Anarican    Road    Ooneress. .  .ISS,  217 
CoavanUoo  at  PlttsBurich: 

Cbaniro  of  date   210 

The    Conilns.     <Ed.) 2S8 

History    and   description   of 'IIT 

International    Road    Congress    at 
Worcester: 

Not  to  Participate  In  the 229 

Rasolotlon   Rclatlva   to  the...   268 
Mambars: 

Haw    56 

Pan-American  Road  ConKresa: 
Appointed  State  Delegates 

to  the   162 

At   the    99 

On   the   procram 56.     99 

Presidential     Address     by 

Oeo.   W.  Tlllson    181 

Tbe      Pan-American      Road      Con- 

sraas.     (Ed.)    117 

(8aa      also      "Associations"      and 
•^e«tlnKS~> 
A.  R.  a  A.  |>aKa..56.  99.  162.  217.  268.  210 
AoMrlcan    Soclsty    of    Municipal    Im- 
prevemants: 
Cencrata    PaTcment    SpeelOcatlons  267 
Convention.    Abstracts    of    Papers 
Presented   at: 

A  Study  of  Brick  Pavement 
Construction.     By     Will     P. 

Blair     264 

Joint  Plllera  for  Qranlte  Block 
Pavements.     By  Clarence  D. 

Pollock     264 

Napped  or  Recut  Granite  Pav- 
ing as  Used  and  Constructed 
In     Baltimore.       By     R.     M. 

Cookaey     267 

Soma  Bzparlenres  in  Creosoted 
Wood  Block   Pavlnc    By  E. 

R.    Dullon     266 

Tba  Trafllc  Census  and  Ita 
BcarInK  on  tbe  Selection  of 
Pavements.         By      W.      W. 

Croaby    266 

Artsona: 

County  enclneers  form  parmanent 

organisation     105 

Hicbway     laws     82 

State  hiKbway  officials 17 

Statistics  on  road  work S 

Arkanaaa; 

And     Trzas     Commercial     Bodies 
Plan  Houaton-St.  Louis  Road...    225 

HlKbway    laws    82 

SUte   hicbway  officials 17 

Slatlatlcs  on  road   work 6 

Aapkall: 

Dopoalt  In  Honduras.  Raeent  Dis- 
covery   of    167 

ffatvral.     Production     of,     durlnc 

1914     161 

Katoral    and    oil.    production    of, 
dorlDK   paat   r—Jr    10* 

•niMtratad. 


Page 
Asphalt    (continued): 

Producers  Decide  to  Form  an  Or- 

Kanlsatlon     327 

Rock,    analysis    of,    In    Philippine 
Islands     H* 

Asphalt  Paving: 
Block: 

Methods  of  construction  and 
costs    In    cities     of    United 

States     21 

Sheet: 

Methods  of  construction  and 
costs  in  cities  of  United 
States     21 

Asphalt   Plant: 

Manhattan,  New  York  City,  Oper- 
ation  of  the  Municipal 298 

Portable      mixing      (Barber,      Iro- 
quois)         'OS 

Repair    Plant,    Operation     of     the 

Scranton    Municipal    '216 

Associations: 

American     Society     of     Municipal 

Improvements    267 

Forrest   Highway   Association    or- 
gan ised    Bo 

Institute    of   Paving    Brick    Manu- 
facturers         159 

Street  cleaning  officials   consider- 
ing formation   of  association...    223 
Notices  of  Coming  Meetings: 

Alabama  Good  Roads  Associa- 
tion      111.  226 

American   Association   for   the 
Advancement      of       Science, 
Section   D    (Engineering)...    327 
American    Road   Builders'    As- 
sociation: 

1916  Convention.  .239,  277, 

281,   288    (Ed.),    310,    312,  319 
Not   to   Participate   in    the 
International  Road  Con- 
gress   at    Worcester....    239 
American  Society  of  Civil  En- 
gineers   (Special    Committee 
on  Materials  for  Road  Con- 
struction)          323 

American  Society  of  Municipal 

Improvements     177,  226 

(Canada)        Dominion        Good 

Roads    Association     323 

Cement     Products     Kxhibltion 

Co 286 

Colorado-to-Gult  Highway  As- 
sociation          71 

Conference   on   Concrete  Road 

Building     75 

(England)      County      Councils 

Association     75 

Institute      of      Paving      Brick 

Manufacturers     174 

International  Engineering 

Congress     71 

Jackson    Highway  Association  174 
Jefferson  Highway  Association  174 
(Mass.)  Worcester  Chamber  of 
Commerce, 

219,  229,  239,   269,  277,  286,  312 
Montana   Institute   of   Munici- 
pal Engineers  - 323 

National  Paving  Brick  Manu- 
facturers'   Association    226 

Paclflc    Highway     Association  101 
Southern     Appalachian      Good 

Roads   Association    116,  226 

Texas: 

Good  Roads  Association..      67 
League    of    Municipalities  236 
Notices    of    Meetings: 

American  Highway  Associa- 
tion (See  "Pan-American 
Road  Congress,"  under 
"Meetings"). 
American  Road  Builders'  As- 
sociation (See  "Pan-Amer- 
ican Road  Congress,"  un- 
der "Meetings"). 
Paclflo  Highway  Association 
(See  "Pan-American  Road 
Congress,"  under  "Meet- 
ings"). 
TrI-State  Good  Roads  Asso- 
ciation (See  "Pan-American 
Road  Congress,"  under 
"Meetings"). 


Associations   (continued): 
Reports  of  Meetings: 

Alabama  Good  Roads  Associa- 
tion 235 

American  Society  of  Munici- 
pal  Improvements    •230 

(England)  County  Councils 
Association     67 

Jefferson     Highway     Associa- 

^  tion 286 

Kansas  County  Clerks,  County 
Commislsoners  and  Regis- 
ters of  Deeds 328 

Kentucky  Good  Roads  Asso- 
ciation        236 

Louisiana  State  Good  Roads 
Association     269 

(Mass.)  Worcester  Chamber 
of  Commerce    324 

National  Paving  Brick  Manu- 
facturers'   Association •232 

Nebraska  Engineering  Society  328 

New  Mexico  Highway  Officials 
Association     278 

New  York  County  Highway 
Superintendents    7i 

North  Carolina  Good  Roads 
Association   67 

Ohio  County  Engineers 75 

Society  for  Street  Cleaning 
and  Refuse  Disposal  of  the 
United  States  and  Canada. .    231 

State  Highway  Offlcials'  Asso- 
ciation        319 

Texas: 

Good  Roads  Association..    107 
Highway   League  of 278 

Washington  State  Good  Roads 

Association    269,  278 

Automobile  Club  of  America;  Lecture 
Course    317 

Automobile  Number  Plate,  New  York 
State  to  Use  New  Style   of 237 

B 

Barber    Asphalt    Paving    Co.,    Iroquois 

Works,    asphalt    plant 'BS 

Bensel,  Lucas  and  Parker  Form  Engi- 
neering Association,    Messrs 320 

Better  Roads,  The  Benefits  and  Bur- 
dens of.      By   S.   B.   Bradt 212 

Biles.  Geo.  H.,  Second  Deputy  State 
Highway  Commissioner  of  Pennsyl- 
vania         •ss 

Bltulithic   paving,    methods    and    costs 

of,   in  cities  of  the  U.  S 21 

Bituminous   concrete   paving,    methods 

and  costs  of.  In  cities  of  the  U.  S..      21 
Bituminous    Construction: 

Discussion  of  penetration  and  mix- 
ing methods  by  Daniel  T.  Pierce  '260 
Types  of,  and  Their  Limitations..    285 
Bituminous  macadam  paving,  methods 
and  costs  of  in  cities  of  the  U.  S...      21 

Bituminous    Paving    Brick •162 

Block  Pavement  Construction: 

Eliminating  the   Sand   Cushion    in. 

„   (Ed.)      242 

Standard   practice  in    (Ed.) 78 

Bond  Issues: 

California,  Los  Angeles  County,  to 

vote  on  Issue   224 

County,    for    Road    Work    During 

the  Present  Year   280 

Louisiana;  $5,000,000  issue  pro- 
posed         113 

Bonds: 

Discussion  of,  by  N.  P.  Lewis.  .158,  194 
Tennessee     Highway     Department 

Will  Aid  In  Sales  of  County 283 

Book  Notices: 

Elements  of  Highway  Engineer- 
ing; Blanchard.  The  Columbia- 
America's  Great  Highway;  Lan- 
caster        273 

Brick: 

Bituminous  Paving   •162 

Vitrified  Paving,  production  of,  in 
1914   106 

Brick    Pavement   Construction: 

A  Study  of.     By  Will  P.   Blair 264 

Buffalo  Road,  Erie  County,  Pa....    ^79 
Elimination    of    sand    cushion    In. 
(Ed.)     242 


February  5,  1916 


INDEX  TO  GOOD  ROADS. 


in 


Page 
Brick     Pavement    Construction     (con- 
tinued): 

Methods  and  costs  of,   in  cities  of 

tlie  U.   S 21 

In  King  County,  Wasliington '3 

Old,  at  Cleveiand  and  Terre  Haute  'SI 

Standard   practice   in    (Ed.) 78 

Bridge,      interstate,      over      Columbia 

River    61 

Bridge,  reinforced  concrete,  bids  to  be 

received  for,  at  Bridgeport,  Conn...    113 
Bridges  and  Structures,  Higliway.   By 

\V.  S.   Gearhart 254 

Bridges   and   Viaducts   on    tlie   Multno- 
mali  County  Section  of  tlie  Columbia 

River  Higliway   ♦243 

Britisii  Road  Board  operations  during 

1914      187 

Britisli  Road  Work,  Notes  on 187 

C 

California: 

Berkeley;  plans  for  paving 113 

Bids   wanted   for   road   work 62 

Convicts    doing    road    work    under 

new   law    114 

Fresno    County;    road    bond    issue 

plans     2 

Highway     Commission     to     Build 

More  Concrete  Roads,  The 319 

Highway    laws    83 

Los    Angeles    County: 

Highway   work    in '289 

To  Build  Mint  Canyon  Road..    280 
To  Vote   on   Road   Bond   Issue  224 
Marysville    to    be    represented    at 
Tri-State    Good    Roads    Conven- 
tion          66 

Oakland,    City    of,    and    Its    Street 

Work.     By  W.  H.  Jordan *127 

San  Diego,  The  Puente  Cabrillo  at  *159 
San  Francisco,  the  Exposition  City; 
Its    History    and    Development 
with    Especial    Reference    to 

its  Street  System 'ISS 

State   highway   officials    .17 

State    Highways.       By    Austin    B. 

Fletcher     *119 

Statistics  on  road  work 5 

Canada: 

Montreal,     Increased      Paving     in 

During  the   Present  Year 318 

Ontario,      Department      of      Public 

Highways   in    279 

Cement  Show,  Ninth  Chicago 286 

Central   America,    Road   Conditions    in 

the    countries    of 308 

Cities   of   the  United  States,   statistics 

on   paving  work  in 21 

Civil  service  examination  for  inspect- 
ors.  New  Jersey .....61,   77 (Ed.) 

Classification,  road,  in  Great  Britain..      97 
Colorado: 

Extensive        road        improvements 

planned    in    227 

Fremont  County,  The  Parkdale- 
Cotopaxi  Cut-Off — A  State  High- 
way  in    ♦302 

Highway    Laws    83 

Phases  of  road  work 97 

State   highway   officials    17 

Statistics  on  road  work 5 

Columbia  River  Highway,  Bridges  and 
Viaducts  on   the   Multnomah  County 

Section    of    the    ^243 

Columbia  University: 

Graduate  Course  in  Highway  En- 
gineering  at    233 

Lecture  Course   317 

Coming   Meetings, 

57,  63,  67,  71,  75,  100,   107, 

111,   115,    165,    177,    218,    225,    229,    235, 

239,   269,    277,    281,    285,    312,   319,    323,   327 

Concrete     Pavement     Construction     in 

Pennsylvania     Highway     Work,      A 

Demonstration    of    ♦SOO 

Concrete   Pavement: 

In  Los  Angeles  County,  California  ^289 

Specifications — A.    S.    M.    1 267 

Methods  of  construction  and  costs 

in  cities  of  United  States 21 

Concrete  Road  Construction,  Hydrated 

Lime   In    *305 

Concrete   Roads,    the    California   High- 
way Commission  to  build  more 319 

Congresses    (See    "Meetings") 
Connecticut: 

Bridgeport  to  receive  bids  for  con- 
crete bridge   113 

Highway  laws   83 

State  highway   officials    17 

Statistics  on  road  work 5 

Conventions   (See  'Meetings") 
Convict  Labor: 

Alabama   roads    82 

California,    under   new   law 114 

Colorado,    Fremont    County ^302 

For    Hlghwuv     Work.       By     G.     P. 

Coleman     208 

Maine,    Cumberland    County,    used 
in    69 

•Illustrated. 


Page 
Convict  Labor   (continued): 

New   Jersey    308 

(N.  C.)   Ashevllle  Board  of  Trade, 

favored   by 153 

Tennessee    Experiments    With,    on 

Road  Work 280 

Cornell       University;       "Good       Roads 

Week"    321 

Costs: 

Convict  labor  in  Alabama 82 

Different  pavements,  labor  and 
paving  materials  in  cities  of  the 

United  States 21 

Curb    Radii    at    Street    Intersections, 
Increased     ^161 

D 

Data,  Uniformity  for  Highway  Statis- 
tics and.     By  H.  B.  Breed 257 

Defense,   National: 

Federal  Aid  and.    (Ed.) 242 

Road  Improvement  for.     (Ed.)....   180 
Delaivare: 

Highway  laws 83 

State   highway  officials 17 

Statistics  on  road  work 5 

Dillon,     H.     B.,     reinforced     concrete 

guard    rail    ^59 

District  of   Columbia: 

District  highway  officials 17 

Highway  laws  83 

Street  Work,  Funds  Asked  of  Con- 
gress   for    325 

Drainage  and  Foundations,   Road.    By 

Geo.    W.    Cooley 202 

Durax   Pavement: 

Kentucky,   Louisville    ♦ISS 

New     York     City,     Grand    Central 

Terminal    98 

Durham,    H.    W.,    compares    European 

and   American    pavements    65 

Dust    Suppression    and    Street    Clean- 
ing.    By   Wm.   H.   Connell 249 

E 

Editorials: 

An   Unusual  Opportunity  to  Study 

Highway   Work    118 

Death  of  an  Undesirable  Legisla- 
tive   Measure    in    the    Alabama 

House     288 

Eliminating   the    Sand   Cushion    in 

Block  Pavement  Construction..  242 
Examinations  for  Road  Workers..  77 
Federal  Aid  and  National  Defense  242 

Financing  Highway  Work 180 

Highway    Laws     179 

Highway     Work     in     the     United 

States 1 

Making  the  Roads  Safe  for  Pres- 
ent   Traffic    287 

Provision  for  Through  Routes  in 
City  and  Village  Street  Plans..   118 

Road    Building    Terms 288 

Road    Improvement    for    National 

Defense    180 

Specifications  and  Proposals 241 

Standard  Practice  in  the  Construc- 
tion  of  Block   Pavements 78 

The  Coming  American  Road 
Builders'  Association  Conven- 
tion at  Pittsburgh   288 

The  Pan-American  Road  Congress  117 
Equipment    for    Highway    Work.      By 

A.  H.  Blanchard   252 

European    and    American     pavements, 

comparison  of    65 

Excavation    with    steam    shovel.    Brie 

County,   Pennsylvania    ^79 

Exhibition  of  Street  Cleaning  Machin- 
ery  and    Appliances     in    New    York 

City,   Second  Annual    223,   ^228 

Exhibits: 

Government   road,    at   Panama-Pa- 
cific International  Exposition...      16 
New    York    City    Street    Cleaning 

Entries  for   167 

North  Carolina  State   Fair 73 

Road   and   Street,    at   the    Panama- 
Pacific  Internationa!  Exposition  ^154 
Expenditures  for  Road  Work,  State...    304 

F 

Federal    Aid    and    National     Defense. 

(Ed.)      242 

Fillers,  Joint,  for  Granite  Block  Pave- 
ments.     By   Clarence   D.    Pollock....    264 

Financing  Highway  Work.     (Ed.) 180 

Financing   road   work,   State   Highway 

Commissioner  Cowen  of  Ohio,  on...      74 
Florida: 

Counties,  road  funds  voted  in 175 

Highway   laws    83 

State    highway    ofi^cials 17,224 

Statistics  on  road  work 5 

Foundations,   Road  Drainage  and.     By 
(3eo.  W.  Cooley   , . . ,   ?02 


G 

Page 
Gallon  Iron  Works  &  Mfg.  Co.;  gravel 

screening  plant ^220 

Georgia: 

And    Alabama    Counties    to    build 

roads     66 

Bill    Creating    a    State    Highway 

Commission    in    2 

Highway    laws    83 

State  highway  officials 17 

Statistics    on    road    work 5 

Germany,  Breslau,  granite  block  pav- 
ing in   70 

"Good   Roads  Days": 

Alabama    175 

Kansas    73,   106 

Granite    Block    Pavement: 

Joint    Fillers   for.      By   C.    D.    Pol- 
lock        264 

Tearing  up  old;  Worcester,  Mass.  ^140 
Granite  Block   Paving: 

In    Breslau,    Germany 70 

Sand    cushion    abandoned    in    New 
York    City,   Manhattan    Borough     65 
Granite     Paving    as    Used     and     Con- 
structed   in    Baltimore,    Napped    or 

Recut.     By  R.  M.  Cooksey 267 

Great   Britain: 

Notes  on  Road  Work  in 187 

Operations  of  Road  Board  During 

1914   187 

Road   Classification    97 

The  Use  of  Wood  Block  Paving  In  234 

H 
Harris,   G.   Montagu,    on   road   classifi- 
cation in  Great  Britain 97 

Highway    Engineering: 

Columbia       University;      graduate 

course  In   233 

Iowa      State      College;      graduate 

course    in     275 

Maryland      Agricultural      College; 

course    in     325 

Michigan,     University     of;      short 

course  in   259 

New  York  City;  course  of  lectures 

on     317 

History  and  Future  of  Highway  Im- 
provement.     By    L.    W.    Page 189 

Honduras,  Recent  discovery  of  asphalt 

in    167 

Howard  &  Morse;  Testing  instrument.^314 

I 

Idaho: 

And    Montana    Counties    Building 

Cooperative   Roads    281 

Highway    laws    83 

State   highway  officials    17 

Statistics  on   road  work 5 

Illinois: 

Allotment  of  state  funds 73 

Bridge    specifications    issued 67 

Cook    County    Commissioners    In- 
spect  State   Aid   Roads 319 

Highway   laws    83 

State   Highway   Department: 

Fiscal  regulations   66 

Has  Form  of  Affidavit  for  Con- 
tractors       284 

Shop     Inspection   of   Steel     by 

the   272 

State   highway  oflBcials    17 

Statistics  on   road  work 5 

University  of;  Road  School 321 

Indebtedness,    Highway:     Its    Limita- 
tion and  Regulation.    By  N.  P.  Lewis  194 
Indiana: 

Highway   laws    83 

Indianapolis    Making    Progress    in 

Street  Paving    275 

Members   of  State   Highway   Com- 
mission           17 

State    Automobile   Association    for 
a  state  highway  department....      75 

Statistics  on   road  work 5 

Terre  Haute,   long-lived  pavement 

at     ♦SI 

Iowa: 

Allows  Road  Tax  Rebate  for  Wide 

Tires,  The  State  of 319 

Better   Roads   Commission    Favors 
Local   Option   on   Road   Building 

Material     227 

Governor    of.    Appoints    Board    to 

Investigate  Road  Matters 114 

Highway    laws    83 

Road  Plans  Must  be   Approved  by 

State    Highway    Commission....    275 
State  College  to  Have  Post-Grad- 

uate  Highway  Course    275,  321 

State   highway   officials    17 

Statistics   on   road   work 5 

J 

Jeffreys,  W.  Rees,  notes  by,  on  Brit- 
ish   road   work    187 

Justifiable  Outlay  for  Specific  Cases 
of  Highway  Improvement,  The  De- 
termination of.  By  Clifford  Rich- 
ardson       196 


INDEX  TO  GOOD  ROADS. 


February  5,  1916 


~=^90*   RMda   Dayif "•  JOJ 

UUrli»«y  Laws   »' 

PfopoMd  Cy>nstructlon  of  a  Croas- 

Stat*  Hlchwar  In    >«« 

State   bisbway   offlclala '• 

Stattatlca  on  road   work J 

KaU]r-8|>Hnsflel<l    Road    Roller   Co •III 

K»at«eky:  .  „  ,j 

Coantiea  Award  Road  and   UridK*  ... 

Contracla.    Sixty-One ITJ 

Blcti way  L*w»   v  i.-  •  V 

Jefferson  County.  The  I  s«  of  Rock  _ 

As|>halt    In    »»' 

Louisville.  Durax   Pavlnit  In 'IM 

Stale   hichway   ofltclals >> 

Stallstira  on   road   woHc .  .  ^ 


Labor,  cost  of.  In  United  States  ritles     21 

Lamsoa.  Jobn  S..  Jr.,  Death  <<f 31- 

Laws: 

ClHU>K««    Made    by    the     Alabama 

Leirlslsture  In  the  State  Road..    S2( 
For    HiBhway    Work.   The    Essen- 
tials  of    rroper: 

By   A.   N.   Johnson 1»3 

By  Col.  E.  A.  Stevens 191 

HIcbway   6S.  >3.  lT9(Ed.) 

PonnarlTanla      tractor      law      ez- 

plalnsd   1«7 

Vlriclnla.  proposed  chances  In ... .    1 M 

Wisconsin,  chanses  In   1'* 

Leirlslsllon  In  New  Jersey,  Prospec- 
tive  HlKhway    ITS 

Letter  to  the  Editor:  The  Topeka 
Paremenls  In  the  Boroufch  of 
Queens.     New     Tork     City     (W.     B. 

Spencer)     »!' 

Ume.  Hydrated: 

In   Concrete   Road    Construction.  .'SOB 
The    Use    of.    In    Concrete    Roads. 

By    U    N.    Whltt-raft 1«0 

Location.  Proper  Road:  Its  Importance 

and  Effects.     By  Wm.  R.  Roy JOO 

Lonr-llved  pavements,  examples  of. . .   *81 
Loul'Isna: 

HlKhway   laws    «S 

New  Orleans  to  Pave  S4  Miles  of 

Str'-ets    Next    Tear 27« 

Proposed  15.000,000  bond  Issue 113 

State   hiRhway   officials 17 

Statistics  on   road  work o 


MacOonald.     James     H.:     New     Jersey 

civil  service   examination 61 

Machinery   and    Annllances.   New: 

Asphalt  niiitrlbutor 'lOS 

Asphalt  Mlxlnir  Plant.  Portable..  'SS 
Barrow  for  Concrete.  Measurinc.  .•22« 
Concrete  Mixers.  Low  Chariclnc.  .•271 
Culvert,       Sectional      Interlocking 

Concrete     '220 

Ouard  P'll.  Reinforced  Concrete..  '59 
I^vke    Hand     Level     In     Highway 

Work     The    '272 

Penetrometer,     Electrically     Con- 
trolled      'JIl 

Scarifier,    Pressure    Cylinder 'JIS 

Screenins   Plant,  Gravel •221 

Maine: 

Cumberland  County,  convict  labor 

In   «J 

HIrbwav   laws    »3 

State   Hlrhwav  Commission: 

Plons  Hl«hwny  Bvstem 229 

Plans  Work  for  Next  Tear...    322 

Stal*   hichway   officials 17 

Statistics  on   road   work •'' 

Malrlennnce; 

M'terials  and  Methods.     By  A.  W. 

Dean    206 

Of  Pavements.     By  Jacob  L.  Bauer  309 

Patrol  Svstem   In   Pennsylvania...      89 

Maloney.  J    E..  on  Colorado  road  work      97 

MapDinic.  Street.      By   Ix>uls  L.  Tribus  235 

Mary  Is  n't: 

ArHcultural     Coltece.    Course    In 

Road    BulldlnfT  at   the 325 

Baltimore: 

Naoped  or  Recut  Ornnite  Pav- 
Inc  e*  ITaed  and  Constructed 

In.     By  R.  M    Cooksey 2«7 

Pavtnir         Commission  Has 

Paved  no  Miles  of  Streets  237 
Pevlnr  plans  for  next  year..  110 
Will     Endeavor    to    Continue 

Pavlnr  Work    2«0 

HIrhwey    laws    31 

Route  man  of    132 

Slate   hlKhway   officials 17 

Statistics  on   road  work 5 

Mass-x-husetts: 

Boatnn.    I.«r(re    Expenditures    Ad- 

viaed    for  Street   Work    In S34 

Hlahwar    laws    33 

p,,..    .,i..i,_-,y   offlclala 17 

S'  r-^ad    work S 

■W  ':..I.iyln«t   Street    Rall- 

•.!>     ir.><l«s    in    an    Old    Oranite 
Block  Parsroent  on  Main  Street '140 

•moatratad. 


Page 
Medina  block   pavement  at  Cleveland. 

Ohio     'SI 

.MeetinKs: 

Notices  of  Comtns: 

Alabama  Good  Roads  Assoi'lii-        ■ 

tlon 111.  326 

American  Association  tor  the 
AJviiiK-ement  of  Science, 
Section    n    (EnBlnecrlnK)    . .    327 

American  Road  Huilders'  .As- 
sociation: 

Business  Meeting 1«3 

1916  Convention.. 239,  268, 
277.     281,     288,     SIO,     312,   319 

American  Society  of  Civil 
Engineers  (Special  Com- 
mittee on  Materials  tor 
Road   Construction)     32S 

American  Society  of  Munici- 
pal Improvements 177,  225 

Canadian  and  International 
Good  Roads  Congress 
(Third)     323 

Chicago    Cement    Show,    Ninth   286 

Institute      of      Paving      Brick        ^ 
Manufacturers     174 

International  Engineering 
Congress    "1 

International    Road    Congress, 
First. 
229,    239.    268.    269,    277.    285,   312 

Jackson   Highway   Association  174 

Jefferson  Highway  Associa- 
tion        l'< 

(Mass.)  Worcester  Chamber 
of  Commerce  (See  "First 
International  Road  Con- 
gress"  under   this   heading.) 

Montana  Institute  of  Munici- 
pal  Engineers    323 

National  Conference  on  Con- 
crete   Road    BulldlnB 75,   218 

National  Paving  Bricli  Manu- 
facturers'  Association    225 

Northwestern  Good  Roads 
(Congress    165 

Pacific  Highway  Association. .    101 

Pan-American  Road  Congress, 
100,  107.  115,  117   (Ed.),  '147,   169 

Southern  Appalachian  Good 
Roads   Association    116,  2^5 

Good  Roads  Association..      67 
League    of    Municipalities  236 
Reports  of: 

Alabama  Good  Roads  Associa- 
tion        236 

American  Road  Builders'  As- 
sociation (Business  Meet- 
ing)         217 

American  Society  of  Municipal 

Improvements '230 

(England)      County      Councils 

Association   ''" 

Illinois  County  Superinten- 
dents  of   Highways HI 

International    Road    Congress, 

First    324 

Jefferson  HiRhway  Association    286 

Kansas    County    Officials 328 

Kentucky  Good  Roads  Asso- 
ciation        236 

Louisiana    State    Govd    Roads 

Association    '. 269 

Massachusetts: 

Hiarhway   Association    ....    170 
Worcester      Chamber      of 

(jommerce    324 

Montana   Good  Goads  Concrress   165 
National   Pavine   Brick   Manu- 
facturers'   Association     •232 

Nebraska  Enflneerlner  Society  328 
New  Mexico  Highway  Offlclala 

Association    278 

New    Tork     County    Highway 

Sunerlntendents    71 

North     Carolina     Good    Roads 

AsROclation    67,      71 

Northwestern    Road    Congress, 

226,   231 

Ohio  Countv  En'rlneers 75 

Pan-American  Road  Congress, 

171,   181 
Pennavlvania: 

Good      Ronds     Association 
of  Washlnirton    County..     75 

Welfare    Conference    281 

State  Hlorhway  Officials'  As- 
sociation        319 

Street  Cleaning  Officials  Or- 
ganize     231 

Texas: 

Good    Roads    Association..    107 
Oood   Roads   Congress....    282 

H'-''Wov    I^ca^ne    of 278 

Vlrorlnla.    Convention    at    Ab- 

Inirdon    75 

Washington   State  Good  Roads 

Asiiorlatlon    269,  278 

Mpetlni'«..67    71.   75,  107.  111.  165,  170, 

2?6.    235.    269.    278     281,   286.    819.   824.   328 
Methods  of  constructing  various  pave- 
ments          21 


Michigan:  Page 

Highway    laws    83 

New      Method      of    Levying    Road 

Taxes    167 

State    htfhwav    officials 17 

Statistics  on  road   worlt 5 

Universitv     of,     Short     Course     in 
Highway     Engineering     at     the, 

Minnesota: 

Highway    laws    83 

Minneapolis:   Some  Experiences  In 
Creosoted    Wood    Blocl<    Paving. 

By    Ellis   R.    Dutton 266 

State    luanway    officials 17 

Statistics  on   road   work 5 

Mississippi: 

HiK'iway    laws    83 

Legislature  to  be  Asked  for  State 

Hit'''-'  nient    317 

State   highway    offlcials 17 

Statistics   on    mad    work .") 

Missouri: 

Highway    laws    83 

Kansas  City.  Pavements  in 205 

St.  Louis,   Paving  AggieKatinB  $:i,- 

000,000  Contemplated  in 110 

St.    Louis    Countv,     Campaign     for 

$3,000,000   Bond   Issue   in 279 

State    highway    officials 17 

Statistics  on  road   work 5 

Montana: 

And   Idaho   Counties   Building   Co- 
operative  Roads    281 

Highway    laws    83 

State    highway    officials 17 

Statistics  on   road   work 5 

N 

National    aid    for    roads    for    defense. 

(Ed.)    180 

Nebraska: 

Highway    laws    83 

State    highway    officials 17 

Statistics  on   road   work 5 

Nevada: 

Hiphway    laws    83 

State    hiehway    officials 17 

Statistics  on   road   work 5 

New  Hampshire: 

Highwav    laws    83 

State    highway    officials 17 

Statistics  on  road  work 5 

New  Jersey: 

Civil    service   examination    for    in- 
spectors     61,    77    (Ed.) 

Convicts  Show  Beneficial  Effect  of 

Road   Work    308 

Hiehwav    laws    83 

Prospective    Highway    Legislation 

in    175 

Resorts.  System  of  Bridges  Planned 

to    Connect    239 

Roads.     Reno't     States     $51,000,000 

Is   Needed   for    284 

State   highway   offlcials 17 

Statistics  on   road   work 5 

Sussex    County    Plans    Road    Con- 
struction        281 

New  Mexico: 

HlKhWP-     laws    S3 

State    highway   offclals 17 

Statistics  on   road   work 5 

New   York: 

Highwav   laws    83 

St.    Lawrence    Countv    Plans    Two 
Years'    Road     Work 283 

tStpte    Hi^V^'Wnv    CoTr>Tr>f "(s'oper    Duf- 

fey     opposes     consolidation     of 

state   departments    109 

State   hir'hway   offcials 17 

State        Highways,        Recommends 

Traffic    Officer    for 283 

.State  roads  inspected  bv  Canadian 

officials    114 

State   to   Use   New   Style   of   Auto- 

■     mobile   Number    Plate 237 

Statistics   on   road  work 5 

New  York  City: 

Course  of  Lectures  on  High- 
way   Work    in 317 

Dnrax  pavement  laid  at  Grand 

Central   Terminal    98 

Exhibition  of  Street  Cleaning 
M^chinerv     and     A^^nliances. 

Second    Annual 167.    223.    •228 

Manhattan.    Borouerh    of: 

Operation  of  the  Municipal 

Asphalt   Plant  of  the...    298 
Sand    cushion    for    granite 

blocks   abandoned    6.1 

Prizes     for     plans     to     relieve 

traffic   conerestion    62 

Queens,  Bnroucrh  of.  The  To- 
peka Pavements  in  the. 
(Letter   to    the    Editor    from 

W.    B    Snencer) 311 

Sn"w    Removal    In.     By    J.    T. 

Fetherstnn    322 

Street  cieanlnfi'  officials  con- 
siderating  formation  of  as- 
sociation         223 

Traffic  regulation  bv  block 
system    tried    69,    233 


February  5,  1916 


Page 

North   Carolina: 

Asheville    Board    o£    Trade    favors 

convict   labor    '■'"' 

Counties:  „        »        •■        „f 

Active   in   the   Construction   of 

Roads    ••■■ 1'''* 

BenefltinK    by    State   Highway 

Commission    ^^^ 

Highway    laws " 

Road    exhibit    at    state    fair li 

State    highway    officials -ii 

Statistics   on   road   work . a 

University    of;    Road    School i^i- 

North  Dakota:  „„ 

Highway    laws    ■■•••• "■,'1 

State   highway   officials .•••  ^i 

Statistics  on   road   work » 

O 
( ifficials:  „  - . 

Road,   appointed    in   Tennessee 74 

State  Highway,  Directory  of 17 

Ohio:  ,  ,  , 

Additional  contracts  for  road  work 

awarded   in    227 

Bids:  „ 

Opened  for  Twelve  State  Road 

Contracts    in    318 

Received   on    $800,000    of    road 

work    ■-  •   109 

Cleveland,     long-lived     pavements 

in    ■ •      *1 

Contracts  awarded  for   state   road 

work    ^?i     ''3 

Counties,    Future    Road    Expendi- 
tures  in    275 

Finances.  State  Highway  Commis- 
sioner  Cowen   discusses 74 

Highway   laws    83 

Road  program  for  1915  Practically 

completed    . .' 1*^3 

State  Highway  Commissioner  Asks 

Bids    for    Road    Work 283 

State  Hichwav   Department   to  let 

contracts    for    road    work 105 

State   highway   officials 17 

State  road  contracts  to  be  let....      66 

Statistics  on   road  work 5 

Toledo    to    Award    Contracts    for 

Twelve   Paving   Jobs    321 

<Hled   concrete    roads — California  type. 

—By    Austin    B.    Fletcher 'lis 

ed   macadam    pavement    in   Los   An- 
geles County.  California *289 

I  iklahoma: 

Highwav    laws    8^ 

State   highway   officials IJ 

Statistics   on    road   wprk a 

Tulsa,  Reinforced  Concrete  Bridge 

Over  Arkansas  River  at 110 

I  'regon: 

Crater  Lake  Park  roads  to  be  hard 

surfaced    ■ 109 

Hierhway    Commission    Apportions 

Funds  for  Next  Tear 284 

Highway    laws    83 

Multnomah    County: 

Bridges    and    Viaducts    on    the 

Columbia   River   Highway .  ..♦243 
More    Highway    Expenditures 

Planned   in    279 

Protrress    of   Road    Work   in...   239 

Road  improvement  in   '141 

Portland:    interstate    bridge 61 

State   highway    officials 17 

S^tatistics   on   road   work 5 

Organization   and   System    in   Highway 
Work.    By  Austin   B.    Fletcher 197 

P 

Panama-Pacific    International    Exposi- 
tion, road  and  street  exhibits  at....*154 
Tanama.  Road  and  Street  Work  in  the 

City  of.    By  H.  W.  Durham '144 

Pan-American   Road  Congress: 

And    the    Organziations  Under   the 
Auspices    of    Which    It    Will    Be 

Held    *147 

Papers  at: 

Convict     Labor     for    Highway 

Work.   By  G.   P.   Coleman...    208 
Du.«<t    Suppression    and    Street 

Cleaning.    By  W.  H.  Connell   249 
Eauipment  for  Highway  Work. 

Bv  A.   H.    Blanchard 252 

Highwav    Bridges    and    Struc- 
tures.    By   W.   S.    Gearhart..   254 
HiE-hway      Indebtedness:      Its 
Limitation    and    Regulation. 

Bv  N.   P.   Lewis 194 

Maintenance:      Materials      and 

Methods.     By    A.    W.    Dean..    206 
Ore^nnization     and     Svstem     in 
Hiehwav    Work.     By    A.    B. 

Fletcher    197 

Prooer  Road  Location:  Its  Im- 
portance and  Effects.    By  W. 

R.    P.ov    200 

Resurfacirxr    Old    Roads.       By 

W.    D     Uhlor    2in 

Rond    Drainnere    and    Founda- 
tions.    By    G.    W.    Cooley.  .  .  .    202 

•Ulustratea. 


INDEX  TO  GOOD  ROADS. 


Page 
Pan-American  Road  Congress;  Papers 
at   (continued^: 

Roadway    Surfacings.      By    F. 

P.  Rogers    203 

Street    Pavements.     By    Curtia 

Hill    205 

System   in   Highway   Account- 
ing.    By   S.    D.    Gilbert 199 

The    Benefits   and   Burdens   of 

Better  Roads.  By  S.  E.  Bradt  212 
The  Determination  of  the  Jus- 
tifiable Outlay  for  Specitic 
Cases  of  Highwav  Improve- 
ment. By  Clifford  Richard- 
son     196 

The      Eessentials     of     Proper 
Laws  for  Highwav  Work: 

By   A.   N.    Johnson 193 

Bv  E.   A.  Stevens 191 

The    History    and    Future    of 
Highway    Improvement.     By 

L.    W.    Page 189 

Unlformitv  for  Highway  Stat- 
istics   and    Data.     By    H.    B. 

Breed    267 

"Proceedings"    of    the 217 

(See     also     "Pan-American     Road 
Congress"  under  "Meetings.") 
Patents,  Recent: 

•60,    »104,    •166,    •222,    ♦274,   •316 

Pavement    crowns,    formula    for 16 

Pavements: 

European  and  American,  compari- 
son   of    65 

Street.     By   Curtis   Hill 205 

Paving  Brick  Manufacturers,  Institute 

of    159 

Paving   materials,   costs   of.   In  United 

States   cities    21 

Paving    methods    followed    in    various 

United   States   cities    21 

Paving      statistics      of    United    States 

cities   " 21 

Penetration    Roads,    The    Comparative 

Value   of.    By   Daniel   T.   Pierce •260 

Pennsylvania: 

Biles,  Geo.  H.,  appointed  Second 
Deputy  State  Highway  Commis- 
sioner        *5o 

Contracts  awarded  for  three  state 

aid  roads   106 

Erie,    roads   damaged   by    floods   in 

vicinity  of    109 

Erie  County;  construction  of  Buf- 
falo Road •79 

Highway    laws    83 

Highwav  Work,  A  Demonstration 
of  Concrete  Pavement  Construc- 
tion  in    •SOO 

Patrol   system   of  maintenance....      69 
Philadelphia: 

Allotment    of    Proposed    Loans 

for  Paving  in    319 

Dust    Suppression    and    Street 

Cleaning.    By  W.  H.  Connell   249 
Planning  Boards  in  Bureau  of 
Highways  and  Street  Clean- 
ing.   By  W.  H.   Connell 168 

Standard    plans    for    streets..   105 
Street    improvements    planned 

in    113 

Pittsburgh: 

Extensive  Improvements  Plan- 
ned   in     297 

Street        improvement        funds 

voted    177 

Purchase  of  turnpikes    70 

Scranton;  Operation  of  the  Mu- 
nicipal   Asphalt    Repair    Plant..    216 

State    College;    Road    School 321 

State    funds    for    counties 63 

State    Highwav    Department: 

Explains    Tractor    Law 167 

Makes  Important  Changes....    326 

State    highway    officials 17 

State    Highways    to    be    Inspected 

by   the   Governor    171 

Statistics   on    road   work 5 

Toll  Roads,  Highway  Commis- 
sioner Speaks  on    110 

Personal  Notes.. 57.   63.   68.   72,   75,   102, 
108,    111,    116.    170,    174,    177,    226. 
236.    269.    278.    282,    312     320.    323.   328 
Philippine     Islands.     Increased     Road 

Construction   in    the 224 

Planning  Boards  in  Philadelphia  Bu- 
reau of  Highways  and  Street  Clean- 
ing.    B"    W.    H.    Connell 168 

Plans  and  Specifications,  Uniform...  263 
Pronosals,  Specifications  and.  (Ed..)  241 
Publications,  New: 

Bulletin    of    the    Pacific    Highway 

Association     57 

Construction    and    Maintenance   of 

Roads   and   Bridges    219 

Contract  Form  and  General  Speci- 
fications for  Bridge  Work.  (Il- 
linois)        102 

Fi="al    Res-t>'->tinn<!     Illinois    State 

Hisrhwav   Department 102 

For  a  Better  Form  of  Government 
for  the  City  of  Norfolk,  Va 102 


Page 
Publications,   New    (continued): 

Highway  Bridges  and  Culverts. 
liJ.    K.    Coghian) 67 

Illinois  Specifications  for  State 
Aid    Bridge    Work 164 

Institution  of  Municipal  and 
County  Engineers  (Great  Brit- 
ain)        219 

Oil   Mixed   Cement   Concrete......    102 

Pennsvlvania  State  Highway  De- 
partment, Bureau  of  Township 
Highways;  "Road  Laws  and  In- 
structions"     270 

Portland  Cement  Concrete  Pave- 
ments   for    County    Roads 164 

Rhode    Island   Highway    News 270 

Road  Models  (U.  S.  Office  of  Pub- 
lic  Roads)    67 

State  Highway  Mileage  and  Ex- 
penditures  to   January   1,    1915..    312 

State  Management  of  Public  Roads  164 

The  Pacific  Coast  Good  Roads 312 

Tlirough  New  Mexico  on  the  Ca- 
mino    Real    164 

Trinidad  and  Bermudez  Lake  As- 
phalts and  Their  Use  in  High- 
way Construction  (C.  Richard- 
son)           57 

University  of  Michigan;  Short 
Course  in  Highway  Engineer- 
ing,   Proceedings   of 270 

Vitrified  Brick  Pavements  for 
Country  Roads   164 

Working    Convicts    on    the    Public 

Roads  of  Alabama   102 

Purdue  University;   Road   school 321 

R 

Records: 

Cost,  discussion  of,  by  S.  D.  Gil- 
bert          199 

Uniformity    for    highway.    (By   H. 

E.    Breed)     257 

Reports: 

Alabama,   State  Highway  Commis- 
sion   of.    Fourth    Annual   Report.   102 
(Canada)   Ontario  Good  Roads  As- 
sociation        164 

Colorado: 

Boulder    (City   Clerk   and   De- 

nartments)     219 

Denver  Department  of  Im- 
provements        164 

Delaware,   Wilmington,  Street  and 

Sewer  Department   270 

Dust  Prevention  and  Road  Preser- 
vation. Progress  Reports  of  Ex- 
periments  in    101 

Great    Britain,      Road     Board     of: 

Fifth    Annual    Report 219' 

Iowa  State  Highway  Commission.    270 
Maine.   Portland,   Commissioner  of 

Public   Works    219 

Michigan: 

Bnerineering  Society,  Proceed- 
ings ("The  Michigan  Engi- 
neer")         270 

Wayne  County  Board  of  Coun- 
ty   Road   Commissioners. . . .    270 
New  York: 

Conference  of  Mayors  and 
Other    Cltv    Officials    of   the 

State  of   164 

Municipal     Engineers     of    the 

Cit"  of,  Proceedine-s,   1914..   219 
State    Commissioner   of   High- 
ways        219 

Ohio,    Cincinnati,    Department    of 

Public    Service    164 

Pennsylvania,  Philadelphia,  Bu- 
reau of  Highways   164 

Resurfacing    Old    Roads.      By     W.    D. 

Uhler    210 

Rhode  Island: 

Highway    laws    83 

Results    of     State     Inspection     of 

Roads    in     .• 276 

Road  Board  Submits  Estimate  for 

1916    Work    318 

State    hisrhway    officials 17 

Statistics  on  road  work 5 

Road    Schools    317.   321 

Road  Work,   Review  of,   for  1914,  and 

forecast    nf.    for    1915 5 

Rock    Asnhalt     in     Jefferson     County, 

Kentucky,    The   Use   of 297 

Rolling    of     Plastic      Pavements,    The 

Proper.     Bv    Ed.    Wright •248 

Rolling    of    road    crusts,    specifications 
for.    By  W.  W.  Crosby 172 

S 

Sand     Cushion.      Eliminating     the,      In 
Block  Pavement  Construction.    (Ed.)    242 

Schulz    &    Hode.'!on;    Sectional    Inter- 
locking   Concrete    Culvprt ^220 

Smith    Co..    T.  L.;   Low   Charging   Con- 
crete   Mixers .  ^271 

Snow   Romnval   in   New  York   Citv.   By 
J.  T.   Fetherston    '....'.    322 

.''outh    Carolina: 

Farmers,  State  Highway  Commis- 
sion to  be  Urged  by 106 


VI 


INDEX  TO  GOOD  ROADS. 


February  5,  1916 


•witli  OuvUb*  (eoBtlBvad): 

Htsbwar   UwB   <S 

8taie    hl(bwBv    oWetals IT 

SiBUsltca  OB  roBd  work i 

BMlh  DBkou: 

Highway   Uws    M 

mat*  hishway  olBciala 1< 

atBUatIca  on  road  work S 

^rMMeatlona: 

AM  Propoaala.   iBd.) t41 

Oo»er«U  Favamaat: 

A.  a  u.  1 ..••  *" 

Loa  ABV*l«a  Countr,  Califor- 
nia.       1«» 

Dtalnucrated  Granite  Koundatton: 

L«a  Anfclca  County.  Calirornia,  189 
OU   Macadam    Pavement;    Los   An- 

(•lea  Countr.  California tit 

Read    Oil:     Los    Anseles    County, 

California    •  J»» 

Uniform    Plana  and    1*S 

Statistics: 

And    Data.   Uniformity    for    Hish- 
way.   By   H.   B.   Breed KT 

Pavinc      work    In    cities    of    the 

United  States    11 

Road   work   In   various   states 6 

Btarila"    Wbsslbarrow    Co.;    Concrete 

MaaaurlBC   Barrow    *M0 

Mob*  block  ^vement.  standard  prac- 
tice   In   eonslrurtlon.    (Ed.) 78 

Stone  block  pavlnr: 

Methods  of  construction  and  costs 

In    cities    of    United    States 21 

Street  ClesnInK: 

Dtist   Suppression  and.    By   W.   H. 

ConnelT U9 

Machinery  and  Appliances,  Second 
Annual    Exhibition    of.    In    New 

Tork   City    »IS,   •JI8 

Streot  Mapping.    By  Louis  U  Tribus. .    235 
Street    Plans;    provision    for    through 

routes.    (Ed.)   118 

Studying   hiKhway   work,   an   unusual 

opportunity   for.     (Ed.) 118 

SarfaclnKS,  Roadway.    By  F.  P.  Rogers  208 

T 

Experiments    with    Convict    Labor 

on  Road  Work    180 

Hamilton  County.  Road  Work  In..    110 
Hishway  Department: 

Starts  Good  Roads  Movement.  168 
Will    Aid    In   Sales   of   County 

Bonds   183 

Hishway   laws    88 

Knox    County    Makes    Plans    for 

Road   Work    327 

Nashville.    Pavlns   In,   Under   Spe- 
cial Tax  Law    275 

State   highway   officials 17,     74 

Statistics  on  rosd  work 6 

University   of;   Road   School 321 

Terma,   Road   Bulldlns-    (Ed.) 288 

Testlns   at    the   University   of   Texas, 

Road  Material   •238 

Texas: 

And   Arkansas  Commercial   Bodies 

PIsn  Houston-St.  Louis  Road...    326 
County   units    In,   belne;   organized 
In   campaign   for   sood  roads...   105 

Highway    laws    83 

San  Antonio,  pavement  completed 

In   Ill 

State    hiahwav   olTlclaU IT 

Statistics  on  road  work 5 

University  of.  Road  Material  Test- 
ing St  the   •238 

ToDcka  Pavements  In  the  Borough  of 
Queens.  New  Tork  City,  The.  (Let- 
ter to  the  Editor  from  W.  B.  Spen- 
cer)        311 

Trsck  work  In  Worcester,  Mass.,  In 
old  granite  block  pavement •140 

•Illuatratad. 


Page 
Trade,  News  of  the: 

American    Clay    Machinery   Co 328 

American  Rolling  Mill  Co 177,  315 

American   Steel    Dredge  Co 226 

Appiantte   Pavement   Co 76 

Austin    Bros 272 

Austin-Western    Road    Machinery 

Co 116 

Baldwin  Locomotive  Works 177 

Ball  Engine  Co 102,  273,  328 

Barber  Asphalt   Paving  Co 64,   315 

Barr    Clay    Co 174 

Bausch  &  Lomb  Optical  Co 226 

Berger   Mfg.    Co 272 

Blaw  Steel  Construction  Co...  165,  316 

Bucyrus  Co.,  The 236 

Carey  Co..  Philip 174 

Case  Threshing  Machine  Co.,  J.  I.  64 
Cement   Products   Exhibition    Co..    236 

Concrete  Form  Co..  Inc 226 

Detroit    Trailer   Co.,   Inc 170 

Dunn  Wire-Cut-Lug   Brick   Co 178 

du   Pont   de  Nemours  Powder  Co., 

E    1 68,   165 

du  Pont  de  Nemours  &  Co..  E.  I..    226 

Engineering  Construction   Co 102 

Gallon  Iron   Works  Co 278 

Garford  Motor  Truck  Co 102 

General    Electric    Co.    of    Schenec- 
tady, New  York    240 

Good  Roads  Construction  Co 116 

Good   Roads   Machinery    Co.,    Inc..    170 

Goodyear  Tire  &  Rubber  Co 273 

Gramm-Bernsteln  Co 328 

Hassam  Paving  Co 240,   '271 

Hunt  &  Co.,  Robert  W 221 

HuntlnRton-Chesapeake  Bridge  Co.  272 
Illinois    Gravel    &    Material    Co. . .      6S 

International    Harvester    Co 102 

Interstate  Wood  Fibre  Asphalt  Co.   174 

Jamison.  H.  V 165 

Knox    Motors    Co 'SIS 

Koehrine  Machine  Co 68,  116 

Luten   Bridge   Patents: 

Decision  on  the,  Handed  Down 

in  Colorado    315 

Postponed,    Investigration    of..    315 

Marlon    Steam   Shovel   Co 64 

Martin.    C.    H 116 

Mixers,    Ratine   Batch   Concrete...  221 
National  Lime  Manufacturers'  As- 
sociation    (Hydrated    Lime    Bu- 
reau)       282 

National  Pavlnc  Co 328 

National  Slae  Co 64 

Orensteln-Arthur    Koppel    Co 72 

Phoenix   Paving  Co 64 

Ragan,  Inc.,  L.   E 68 

Rocmac      Road       Corporation       of 

America    67 

Scherzer  Rolling  Lift  Bridge  Co..    273 

Schulz  &  Hodprson   57 

Smith   Co..   T.   L 240 

Standard  Oil  Co.  of  Indiana.  .272,  •314 

Standard  Paving  Co 236 

Stanollnd    Paving    Asphalt,     Con- 
struction of  an  Asphalt  Macadam 

Road    with    '314 

Stockland    Road   Machinery    Co...   170 

Studebaker    76 

Sullivan    Machinery   Co 278 

Tamante  Corporation    Ill 

Tiffin   Wagon   Co 57 

Tractor   and   Trailer  Test  at   Cin- 
cinnati.  Ohio,   A '313 

Troy  Waeon   Works  Co.. 177,   282,   328 

Trussed  Concrete  Steel  Co 177 

Tucker  Brick  Co 112 

United  States  Asphalt  ReflnlnE;  Co.  165 
United  States  Motor  Truck  Co...  64 
United  States  Steel  Products  Co..    273 

Vlbrollthlc  Construction  Co 76 

Warren   Bros.   Co 828 

Waterloo  Cement  Machlnerv  Co...     76 


Page 
Trade,  News  of  the  (continued): 

Wav-Cleanse   Co 112 

Willlte    Road  Construction   Co 108 

Youngstown  Car  &  Mtsr.  Co 282 

Zelnicker  Supply   Co.,    Walter  A..   108 
Traffic: 

Making  the  Roads  Safe  for  Pres- 
ent,   (Ed.)    287 

Officer  recommended  for  New  York 

State   Highways    283 

Prizes  awarded  for  plans  to  relieve    62 
Regulation    in   New    York   City   by 

block  system   69,  233 

Traffic  Census  and  Its  Bearing  on  the 
Selection  of  Pavements,  The.  By  W. 
W.  Crosby    265 

U 

Uniform   Asphalt  Distributor  Co 'US 

United  States,  Highway  Work   In  the. 

(Ed.)    1 

Utah: 

Highway  laws    83 

State    highway    officials 17 

Statistics  on  road  work 5 


V 

Vermont: 

Highway  laws    83 

State    highway    officials 17 

Statistics  on   road  work 5 

Virginia: 

Cities  and  Towns  May  Aid  In  High- 
way  Construction    325 

Highway    laws    83,  114 

State    hlghwav    officials 17 

Statistics  on   road   work 5 


W 

Warrenlte     pavement     in     Multnomah 

County,  Oregon   •141 

Washington: 

Highway  laws    83 

King  County,   Brick   Paving   In...      •S 

State   highway  officials    17 

Statistics  on   road   work 5 

Vancouver;    Interstate   bridge 61 

West  Virginia: 

Highway   laws    83 

School   of  Good  Roads,   Third  An- 
nual Session  of    317,  321 

State   highway  ofBcials    17 

Statistics  on   road  work 6 

White    Co.,    David.    (The    Locke    Hand 

Level    in   Highway   Work) ^272 

Wide  Tires.  The  State  of  Iowa  Allows 

Road  Tax  Rebate  for 319 

Williams,     A.     D.,     discusses     uniform 

Dlans    and    specifications 263 

Wisconsin: 

Counties  Planning  Extensive  Road 

Work,    Several    318 

HlE-hway  Commission;  Road  School  321 

Hlghwav  laws    83,  176 

State   highway  officials    17 

Statistics  on   road  work 5 

Wood  block  pavement,  standard  prac- 
tice In    construction.     (Ed.) 78 

Wood    Block    Paving: 

Creosotefl,     Some    Experiences    In. 

Bv    Ellis    R.    Dutton 266 

In  the  United  Kingdom,  The  Use  of  234 
Methods  and  costs  of,   in  cities  of 

the  U.  S 21 

Wyoming: 

Hlghwav  laws    83 

State   highway   officials    17 

Statistics  on   road   work 5 


INDEX  TO  AUTHORS. 


B  Pasa 

Baaar,   Jacob   L tOf 

Blalr.  Will   P 1(4 

Blanchard.  A.  H IBl 

Bradt.  B.  B.    lit 

Br*<>d,   H.   B 157 

C 

Cotoman,  O.  P 208 

ConBcll.    Wm.    H 1(8,  24* 

Cookaay.  R.  M 1(7 

Co«Ur,  Oao.  W 201 

CrMbr.    W.    W 171,  2(5 

D 

DM*.   A.   W 206 

Dorfcan.  H.   W ^144 

Dvtton,   Ellla  R 26( 

r 

ratkaratOB    J.   T 222 

rtatebar,  Austin   B •lis,  l}7 

•Illnatratad. 


Q  Page  R  Page 

Oearhart,    W,   S 254       Richardson,    Clifford    196 

Gilbert,  S.  D 199       Roy,   William   R 200 

B  S 

Spencer,  W,  B.    (Letter  to  the  Editor)    311 


Hill,   Curtis 


205 


Stevens,  E.  A 


191 


Johnson,    A.    N 193  T 

Jordan,  W.  H •127       Tlllson,   George   W 181 

^  Tribus,    Louis    L 235 


Lewis,  Nelson  P. 


194 


Uhler,    Wm.    D. 


Page,  Logan  Waller 189 

Pierce,    Daniel    T •260       Whltcraft,   L.   N. 

Pollock,  C.  D 264       Wright,    Edward 


U 

W 


210 


160 
248 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


OldSerlei.  Vol.  XLVin. 
New  Sariet,  Vol.  X. 


NEW  YORK,  JULY  3,  1915 


Nambi  t 
1 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


8.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  S^. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subacription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  StatM, 
Maxico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.60  elsewhere.  Twelra 
ammbers  (the  first  issue  in  each  month),  $1.00  aycar  in  the  United  Statei,  Maxieo, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  YorV  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertlwrt 
ahould  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  tba 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— including 
•'Proposal, ""For  Sale,"  "Want"  and  other  classified  advertisements — will  ba 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


Copyright  1918  by  the  B.  L.  Power*  Co. 

Entered  In  .N'ew  York  Post  Offlce  as  Second  Class    Mattri 


CONTENTS 

EDITORIAL: 

Highway  Work  in  the  United  States 1 

LEADING    ARTICLES: 

Brick    Paving    in    King-    County,    Washington.       (Illus- 
trated)             3 

Review   of   Road   Work   Done   in   the   Several   States   in 
1914  and  that  Proposed  for  the  Current  Year 5 

Directory  of  State  Highway  Officials 17 

Statistics  on  Paving  In  Cities  of  the  United  States....      21 
MISCELLANEOUS : 

Georgia   Legislature    to   Receive    Bill    Creating   a   State 
Highway  Commission    2 

Fresno  County,  California,  Planning  for  a  Large  Issue 
of  Road   Bonds , 2 

Formula  for  the  Crown  of  Pavements 16 

The  Government  Good   Roads   Exhibit  at   the   Panama- 
Pacific   Exposition    16 

Highway   Laws    65 

George  H.   Biles,   Second   Deputy   State   Highway  Com- 
missioner of  Pennsylvania.     (Illustrated) 55 

A.  R.  B.  A.  PAGE 56 

COMING   MEETINGS 57 

NEW   PUBLICATIONS    67 

PERSONAL   NOTES    57 

NEWS   OF  THE    TRADE 57 

NEW  MACHINERY   AND   APPLIANCES 58 

Portable  Asphalt  Mixing  Plant.      (Illustrated.) 
Reinforced  Concrete  Guard  Rail.      (Illustrated.) 

RECENT  PATENTS    60 


HIGHWAY  WORK  IN  THE  UNITED  STATES 

By  far  the  larger  portion  of  this  issue  of  "Good  Roads" 
is  given  to  the  presentation  of  data  on  road  and  street 
work  in  the  United  States,  the  statistics  presented  form- 
ing the  most  thorough  and  comprehensive  review  and 
forecast  of  road  and  street  work  ever  printed  in  a  single 
issue  of  this  or  any  other  publication.  We  believe  that 
this  information  will  prove  of  very  great  value  to  officials, 
engineers  and  contractors  and  of  considerable  interest  to 
others   interested  in   highway  matters. 

The  preparation  of  the  two  statistical  articles  has  in- 
volved the  mailing  of  over  five  thousand  requests  for  data. 
While  every  effort  has  been  made  to  secure  the  greatest  pos- 
sible accuracy,  the  mass  of  data  which  it  has  been  necessary 
to  collect  from  blanks  which  have  been  returned  to  us,  from 
official  reports  and  from  informal  reports  made  by  highway 
officials,  has  precluded  the  very  careful  checking  of  figures 
that  is  accorded  to  such  matters  in  connection  with  the  pre- 
paration of  ordinary  articles.  Instead,  the  figures  in  most 
cases  have  been  printed  as  given  by  the  officials  supplying 
the  information  and  it  is  probable  that  such  discrepancies  as 
may  appear  are  of  minor  importance. 

.\lthough,  as  noted  elsewhere,  the  digests  of  state  laws 
governing  highway  work  are  not  included  in  this  issue,  it  is 
proper  to  note  here  some  of  the  salient  features  of  the  legis- 
lation of  the  past  year,  as  the  legislatures  of  nearly  90  per 
cent,  of  the  states  have  met  since  the  first  of  January.  In 
some  states  changes  have  been  made  in  the  basic  laws  and 
in  others  new  legislation  is  pending  as  we  go  to  press. 

Few  radical  changes  have  been  made  in  state  road  laws 
since  digests  were  printed  in  1914.  Florida,  Indiana,  North 
Carolina  and  Tennessee  have  taken  their  initial  steps  toward 
centralizing  the  administration  of  highway  affairs  and,  in 
some  other  states,  where  the  state  aid  principle  had  already 
been  adopted,  laws  providing  for  the  state's  more  extensive 
participation  in  road  work  have  been  written  into  the 
statutes.  In  a  few  cases  attempts  have  been  made  to  pro- 
cure the  enactment  of  measures  that  would  mean  a  retro- 
gression, but  such  activity  has  usually  been  due  to  the  in- 
jection of  partisan  politics  into  the  question  and,  happily, 
have  met  defeat.  In  general,  such  new  laws  as  have  been 
passed  have  marked  forward  steps  in  the  spread  of  the  state 
aid  idea,  and  at  this  writing,  state  aid  in  some  form  is  ex- 
tended to  the  local  units  in  almost  all  of  the  states  in  the 
Union. 

A  year  ago  it  seemed  not  unlikely  that  within  a  year,  there 
would  be  enacted  some  federal  law  providing  for  the  na- 
tional government's  participation  in  road  work.  Such  action, 
though  we  believe  not  regarded  favorably  by  the  majority 
of  those  best  informed,  has  seemed  inevitable  for  some  time. 
The  rise  of  questions  of  the  gravest  character  during  the 
past  year,  however,  prevented  action  by  Congress,  and  at 
present,  legislation  in  the  immediate  future  does  not  seem 
likely.  We  feel  that  this  is  fortunate,  for  it  is  certain  that 
to  date  there  has  been  proposed  no  plan  for  federal  aid  that 
is  sufficiently  well  considered  to  be  practicable  and  equitable. 


GOOD    ROADS 


July  3,  1915 


irral  aid  is  so  strongly   indorsed  in  some  quarters 

^cly  to  be  put  into  operation  at  some  time,  the  for- 

muialioa  of  a  workable  method  of  application  is  something 

to  which  road  builders  are  in  duty  bound  to  give  a  part  of 

tbeir  attention. 

While  the  data  presented  in  the  review  comprise  the 
haMs  for  estimating  the  total  amount  of  road  work  and 
city  »tre«t  work  done  during  the  year  of  1914,  the  efforts 
of  the  editorial  department  have  been  devoted  solely  to  the 
collection  and  compilation  of  the  statistics  and  no  attempt 
hac  as  jret  been  made  to  summarize  the  figures.  In  the 
issue  of  Dec  5.  1914,  in  which  a  progress  report  on  road 
work  was  printed,  it  was  stated  that  estimates  placing  the 
aoMNnit  spent  for  the  construction  and  maintenance  of  roads 
and  parements  at  between  three  and  four  hundred  million 
dollars  annually  were  conservative  and  that  it  was  apparent 
that  road  building  work,  in  general,  would  sufTer  no  de- 
crease in  1915.  From  somewhat  close  observation  of  the  data 
printed  in  this  issue  it  would  seem  that  the  statement  made 
in  December  would  apply  equally  well  now.  While  less 
moaey  may  be  spent  in  some  states  this  year  than  was 
spent  last  year — as  in  Connecticut  where  the  legislature  ap- 
propriated no  money  for  new  work  during  the  coming 
bienninm— we  believe  that  these  apparent  backward  move- 
ments are  due  to  local  causes  and  are  not  indicative  of  any 
iceneral  falling  off  in  volume  of  work  to  be  done,  and  that 
they  will  be  more  than  offset  by  increased  expenditures  in 
other  sections. 

Few  changes  in  methods  of  construction  and  maintenance 
have  been  made  during  the  past  year.  Considerable  pro- 
gress has  already  been  made  in  standardizing  methods  of 
building  the  usual  types  of  roadways  and  pavements  and  the 
general  trend  is  toward  the  further  standardization  of 
methods.  Much  of  the  credit  for  this  is  due  to  the  several 
organizations  of  manufacturers  of  paving  materials,  to  whose 
ranks  has  been  added  during  the  past  year  an  association 
of  the  makers  of  stone  paving  blocks.  These  organizations, 
though  having  for  their  prime  object  the  selling  of  material, 
have  devoted  much  time  and  money  to  the  study  of  methods 
of  using  their  products  and  have  been  largely  instrumental 
in  the  formulation  and  adoption  of  standard  specifications. 
No  small  part  of  their  success  has  been  due  to  the  fact  that 
most  of  them  have  recognized  the  limitations  of  their  own 
products  and  have  not  alienated  the  support  of  the  engineer- 
ing profession  by  the  advocacy  of  one  particular  kind  of 
pavement   for  all   roads. 

In  connection  with  this  last  point  it  may  be  noted  that 
there  is  a  itrowing  tendency  to  recognize  the  engineering 
principles  governing  the  selection  of  pavements  and  that 
public  opinion  is  more  ready  than  formerly  to  leave  engineer- 
ing questions  to  engineers.  This  is  manifest  in  all  branches, 
but  is  perhaps  especially  noticeable  in  its  effects  upon  high- 
way enigneers  whose  work,  more  than  the  work  in  some 
other  branches,  the  average  layman  is  interested  in  and  feels 
competent  to  pass  judgment  upon. 

.\mong  other  matters  in  which  progress  can  be  noted  are 
the  financing  of  highway  work  and  the  maintenance  prob- 
lem. There  is  a  steady  advance  in  the  understanding  of  bond 
issues  and  there  is  a  realization  of  the  folly  of  some  methods 
of  financing  that  have  obtained  in  the  past.  There  is  also 
manifest  a  recognition  of  the  gravity  of  the  maintenance 
problem,  of  the  fact  that  maintenance  should  begin  with 
the  completion  of  construction  and  continue  until  recon- 
«truction   becomes   necessary. 

In  the  educational  field  normal  progress  has  been  made. 
Sporadic  cases  of  attempts  to  introduce  highly  specialized 
courses  into  undergraduate  study  in  technical  schools  and 
engineering  colleges  have  been  noted,  but  as  a  rule  this  ex- 
pedient of  more  than  doubtful  value  has  failed  of  adoption. 
On  the  other  hand  there  have  been  some  extensions  of  the 
plan  of  post  graduate  specializ^tipn  and  the  holding  of  so- 


called  good  roads  schools  has  continued.  These  latter,  under 
the  auspices  of  educational  institutions  or  state  highway  de- 
partments, have  doubtless  served  to  bring  about  a  broader 
dissemination  of  the  knowledge  of  the  science  and  art  of 
highway  engineering.  The  "good  roads  days"  that  have 
been  held  so  extensively  should  also  be  included  in  any  dis- 
cussion of  work  in  this  field,  for  their  greatest  value  lies 
in  their  efficiency  in  educating  the  public  to  an  appreciation 
of  the  desirability  of  road  improvement  conducted  along 
proper  lines. 

.\niong  the  events  of  the  past  year  which  should  not  be 
omitted  from  any  review  of  work  of  this  kind,  however 
brief,  are  the  road  conventions  that  have  been  held.  The 
most  important  of  these  were  the  two  national  conventions 
held  by  the  American  Road  Builders'  Association  and  the 
American  Highway  Association,  the  first  named  at  Chicago 
in  December  and  the  other  at  .Atlanta  in  November.  During 
the  year  many  others — which  space  does  not  permit  us  even 
to  list — were  held  in  various  cities  in  the  United  States  and 
Canada.  This  year  the  .'American  Road  Builders'  Association 
is  to  join  forces  with  the  .\nierican  Highway  Association 
and  other  organizations  in  the  holding  of  a  convention  at 
Oakland,  Cal.,  which  will  be  known  as  the  Pan-American 
Road  Congress.  Although  there  is  to  be  no  road  show  in 
conjunction  with  this  congress,  it  is  expected  to  bring  to- 
gether a  larger  number  of  people  interested  in  road  improve- 
ment than  has  any  similar  meeting  ever  held,  and  in  many  re- 
spects to  surpass  all  previous  efforts  of  either  of  th;  organi- 
zations under  whose  auspices  it  is  to  be  held. 


Georgia  Legislature  to  Receive  Bill  Creating  a 
State  Highway  Commission 

It  is  announced  that  Representative  W.  P.  Andrews  of 
Fulton  County.  Ga.,  will  introduce  a  bill  at  the  recently  con- 
vened session  of  the  Georgia  Legislature,  providing  for  the 
creation  of  a  Public  Highway  Commission. 

-According  to  reports,  the  bill  will  also  advocate  the  con- 
struction of  a  number  of  state  roads,  the  utilization  of  the 
road  funds  obtained  from  motor  vehicle  license  fees  by  the 
state  instead  of  by  the  counties  as  at  present,  and  a  number 
of  other  sweeping  changes,  having  for  their  object  t'  c  im- 
provement  of  roads   throughout   the   state. 

The  bill  is  said  to  have  the  approval  of  the  State  Prison 
Commission  which  now  takes  some  part  in  road  building 
work. 


Fresno    County,    California,    Planning    for    a 
Large  Issue  of  Road  Bonds 

.Advices  from  Fresno,  Cal.,  state  that  it  is  proposed  to 
construct  a  series  of  laterals  to  the  trunk  line  of  the  Cal- 
ifornia State  Highway  which  passes  through  the  center  of 
Fresno  County,  thereby  connecting  all  county  towns  with 
the   county   seat. 

In  order  to  carry  on  this  work,  a  road  bond  issue  of 
$3,000,000  is  planned  and  an  active  campaign  is  being  con- 
ducted by  the  Fresno  Commercial  Club.  The  matter  of  the 
bond  issue  will  be  submitted  to  a  referendum  vote,  probably 
on  October  26,  at  which  time  a  special  state  election  will 
be  held. 

The  Board  of  Supervisors  of  Fresno  County  recently  ap- 
pointed a  Board  of  County  Highway  Commissioners  com- 
posed of  George  Waterman,  President  of  the  Fresno  Com- 
mercial Club;  H.  E.  Vogel,  President  of  the  Fresno  Hard- 
ware Co.,  and  Harry  Winnes,  President  of  the  Reedley 
Chamber  of  Commerce. 


Approximately    $1,000,000   Worth    of   BrldBen   were    destroyed 
durlnR  the   recent  high  water  In   the  Kaw  River  Valley. 

K.T*",  """'■"  "'  HiBhway.,  Philadelphia.  Pa.,  will  receive 
bids  for  approximately  $635,000  worth  of  street  and  brldire 
work  on  July  13. 


July  3,  1915 


GOOD     ROADS 


Brick  Paving  in  King  County,  Washington 


During  the  past  three  years  brick  has  been  used  exten- 
sively in  paving  work  in  King  County,  Washington,  particu- 
larly on  the  Pacific  Highway  and  the  North  Trunk  Road. 
At  present  the  county  has  20.13  miles  of  brick  road,  which 
has  been  laid  at  a  total  cost  of  something  over  a  half  million 
dollars. 


Highway,  6.13  miles  on  the  North  Trunk  Road  and  3.3  miles 
on  the  Bothell  Boulevard — a  portion  of  the  Pacific  Highway 
between  Seattle  and  Bothell.  The  contract  for  the  2.9-mile 
job  amounted  to  $88,681;  the  contract  for  the  North  Trunk 
Road  $151,280,  and  the  Bothell  Boulevard  contract  $84,918. 
The  first  was  paved  to  a  width  of  20  ft.  and  the  others  18  ft. 


GROUP  OP  THIRTEEN  STUMPS,  THE  SMALLEST  OF  WHICH 
IS  OVER  ONE  FOOT  IN  DIAMETER.  ON  THE  RIGHT  OF 
WAY  OF  A  HIGHWAY  IN  KING  COUNTY,  WASHINGTON- 
SHOWING  NATURE  OP  CLEARING  WORK. 

The  first  contract  was  awarded  on  May  9,  1912,  and  was 
for  the  construction  of  2.75  miles  of  road,  built  at  a  cost 
of  $59,523.92.  The  pavement  was  laid  on  a  5-in.  concrete 
foundation,  with  concrete  curbs  built  with  the  foundation. 
No.  2  brick  was  used,  and  the  pavement  was  provided  with 
longitudinal   expansion  joints. 

The  satisfaction  which  this  road  gave  led  to  the  adop- 
tion of  brick  for  three  jobs  undertaken  during  the  following 
year — 1913.    These  included  2.9  additional  miles  on  the  Pacific 


ANOTHER  VIEW  SHOWING  THE  CHARACTER  OF  CLEAR- 
ING AND  GRUBBING  ENCOUNTERED  IN  HIGHWAY  WORK 
IN  KING  COUNTY,  WASH. — VIEW  ON  THE  RIGHT  OP  WAY 
OF  THE  CASCADE  SCENIC  HIGHWAY. 

During  the  following  spring,  there  was  completed  another 
contract  on  the  Pacific  Highway  which  provided  a  pavement 
all  of  the  way  between  Seattle  and  Tacoma.  Traffic  counts 
on  this  road  have  shown  records  as  high  as  5,000  vehicles  a 
day,  which  is  as  heavy  traffic  as  is  carried  on  some  of  the 
busiest  streets  in  the  city  of  Seattle.  According  to  Arthur 
P.  Denton,  Engineer  of  King  County,  the  road  has  shown 
very  little  sign  of  wear.  The  Bothell  Boulevard  at  certain 
seasons  carries  a  traffic  of  about  3,000  vehicles  a  day.     Mr. 


A  PORTION  OF  THE  BOTHELL  BOULEVARD,  KING  CuUNTY,     WASH.— PAVED    IN    1913    WITH    NO.    2    BRICK    ON    A    5-IN. 

CONCRETE  FOUNDATION,  18  FT.  WIDE. 


GOOD    ROADS 


July  3,  1915 


A  mKTC  "'I'T  ox  A  ROAP  IN  K.\   .         .  .\  i  ■!  .   \\    \>11       SHOW- 
IXO    NATl'KK    UK    UKAPIXU. 

i>Tiit>>ii  ivi>ui>9  thai  ihe  only  repairs  which  have  been  made 
on  this  road  have  been  due  to  the  settling  of  the  till  in  the 
subgradc. 

In  1914  a  contract  was  awarded  for  1.64  miles  of  brick 
pavmg  on  the  Kirkland-Xorth  Bend  Road.  This  was  paved 
to  a  width  of  18  ft.,  the  construction  costing  $42,978.  The 
road  carries  a  traftic  sometimes  as  great  as  1,200  vehicles  a 
day,  but  to  date  has  required  no  maintenance.  .Another 
brick  pavement,  1.4  miles  in  length  and  20  ft.  wide,  is  now 
under  construction.  The  work  will  involve  an  expenditure 
of  about  153,000,  this  cost  including  the  tearing  up  of  a  con- 
siderable area  of  worn-out  macadam  and  the  construction  of 
.7   mile   of   new   grade. 

In  addition  to  the  brick  pavements  laid  by  the  county 
with  state  aid.   1.000  ft.  of  experimental  brick  road   was  laid 


c-(i.\  i;   i..\   THE  CASC.VDE  SCENIC  HIGHWAY, 

KING   COUNTY,    WASH. 

in  1913  by  the  Denny-Renton  Clay  &  Coal  Co.,  partly  at 
that  company's  expense.  This  road  is  a  portion  of  the 
Pacific  Highway,  just  outside  the  city  limits  of  Seattle,  It 
was  laid  in  1913  and  to  date  has  required  no  maintenance. 
According  to  Mr.  Denton,  the  average  cost  of  the  brick 
pavements  laid  in  King  County  has  been  about  $27,900  per 
mile,  but  it  is  pointed  out  that  the  roads  have  been  paved 
to  an  unusual  width  and  that  much  of  the  work  has  been 
done  in  a  country  where  heavy  grading  has  been  necessary. 
On  curves  greater  than  5  per  cent.,  the  outside  edge  of  the 
pavement  has  been  raised  and  extra  width  provided  on  the 
inner  side.  It  is  stated  that  aside  from  the  scenic  advan- 
tages of  the  roads,  they  have  attracted  a  large  amount  of 
heavy  trucking — so  much  that  the  volume  of  freight  hauled 
by  the  railroads   has  Ijcen  apprecial)ly  decreased. 


# 


^ 


UKMK    lAVKMK.NT  ON  THE  IIOTHELL  BOULEVARI>-ROAD  SHOWN  IN  LARGE  ILLUSTRATION 


ON  PAGE  3. 


lulv  3.  1915 


GOOD    ROADS 


Review  of  Road  Work  Done  in  the  Several  States  in  1914  and 
That  Proposed  for  the  Current  Year 


In  accordance  with  the  custom  of  the  past  several  years, 
"Good  Roads"  presents  in  this  issue  a  review  of  the  road 
work  accomplished  in  the  several  states  during  the  past  year 
and  a  forecast  of  that  to  be  accomplished  before  the  end  of 
the  current  year. 

As  has  been  explained  in  previous  reviews,  no  attempt  has 
been  made  to  achieve  the  practically  impossible  work  of  col- 
lecting statistics  covering  every  new  road  built,  every  road 
repaired,  and  all  the  maintenance  work  in  the  various  states. 
As  heretofore,  the  effort  has  been  to  gather  and  print  such 
information  as  is  necessary  for  a  comprehensive  survey  of 
the  road  building  field,  leaving  the  presentation  of  details 
of  the  work  for  the  regular  news  columns. 

There  are  now  state  highway  departments  in  the  ma- 
jority of  the  states  and  in  many  of  the  others  there  are 
similar  organizations  from  which  most  of  the  necessary  in- 
formation can  be  secured.  On  the  other  hand,  there  are 
many  states  where  the  road  work  is  performed  entirely  by 
the  local  authorities,  and  in  these  states,  as  a  rule,  no  re- 
ports are  made  to  a  central  authority.  Where  the  latter  con- 
dition prevails,  requests  for  information  have  to  be  made  to 
the  road  authorities  of  the  local  units,  and  it  is  not  always 
possible  to  secure  data.  This  difficulty  is  due  to  a  variety 
of  causes,  one  of  which  is,  no  doubt,  the  fact  that  in  some 
cases  no  records  are  kept.  It  should  be  noted  that  the  same 
difficulty  in  securing  data  from  local  units  is  almost  always 
experienced  by  state  authorities  even  in  those  states  where 
the  laws  provide  that  such  returns  shall  be  made. 

Little  departure  has  been  made  from  the  plan  followed  in 
previous  year  in  the  preparation  of  the  present  review.  The 
information  from  states  having  state  highway  departments 
or  similar  official  organizations  has  been  received  from  the 
officials  of  those  bodies  and  the  information  from  states  where 
the  road  work  is  entirely  in  the  hands  of  the  counties  has  been 
obtained  by  inquiries  sent  to  the  county  officials.  Every 
effort  has  been  made  to  secure  data  covering  the  country  as 
a  whole  and  the  figures  have  been  checked  as  carefully  as 
possible.  One  change  in  the  manner  of  presenting  the  data 
collected  has  been  made  by  the  inclusion  of  the  large  tables 
showing  the  mileages  of  different  types  of  road  built  in  1914 
and  to  be  built  in  1915.  This  information  has  been  secured 
from  all  states  in  which  available,  and  though  not  including 
every  state  in  the  Union,  will  serve  as  an  index  of  the  kinds 
of  road  built  in  a  large  proportion  of  the  states. 

ALABAMA 

According  to  information  received  from  the  State  Highway 
Department  of  Alabama,  the  total  expenditure  for  roads  and 
bridges  in  that  state  during  the  fiscal  year  from  April  1, 
1914,  to  April  1,  1915,  was  upwards  of  $3,000,000.  The  fol- 
lowing table  from  the  report  furnished  by  the  State  High- 
way Department  shows  the  details  of  this  expendit^.e: 

.\mount  of  money  given  by  the  state  on  state  aid 

roads   $181,025.30 

Amount  of  expenditure  by  state  and  counties  (state 

aid    roads)     340,127.25 

.\mount    spent    on    bridges    by    state    and    counties 

(state  aid  bridges)    11,897.06 

Amount  spent  on  roads  by  counties  (not  state  aid)  .  2,150,670.16 
Amount    spent    on    bridges    by    counties    (not    state 

aid) 514,877.49 

Relative  to  the  expenditure  for  19)5,  .'Assistant  State  High- 
way Engineer  R.  P.  Boyd  writes  as  follows: 

"In  regard  to  the  expenditures  for  1915,  there  is  available 
from  the  state  approximately  $200,000.  To  secure  this  money 
the  counties  must  contribute  a  like  amount,  making  total 
available  for  state  aid,  approximately  $400,000.  There  is  no 
way  for  us  to  tell  upon  what  class  or  mileage  of  road  this 


money  will  be  expended,  as  we  receive  applications  from 
time  to  time  during  the  year  and  the  character  of  and  expen- 
diture on  each  road  is  determined  as  it  comes  up.  I  am  sure 
that  the  expenditure  and  mileage  this  year  will  be  greater 
than  last  year." 

ALASKA 

The  total  fund  available  for  road  work  in  Alaska  for  the 
fiscal  year  1914-15  was  $25,3,367.03,  of  which  $125,000  was  ap- 
propriated by  Congress  and  the  balance  was  received  from 
federal  taxes  collected  in  .\laska.  These  funds  were  ex- 
pended as  follows:  For  construction  (or  extensive  improve- 
ment), $37,290.89;  for  maintenance  (including  minor  im- 
provements),  $216,076.14. 

For  the  fiscal  year  1915-16,  there  is  available  a  congres- 
sional appropriation  of  $165,000,  in  addition  to  which  the 
tax  fund,  according  to  estimates,  will  yield  about  $130,000, 
making  a  total  of  approximately  $295,000  available.  Ac- 
cording to  present  plans,  $66,000  of  this  will  be  expended  for 
construction  (or  extensive  improvement)  and  $229,000  will 
be  expended  for  maintenance  (including  minor  improve- 
ments). 

The  total  mileage  of  roads  in  Alaska  now  maintained  is 
3,663,  which  is  divided  as  follows:  Roads,  872  miles;  sled 
roads,    582   miles;    trails,   2,209   miles. 

ARIZONA 

The  fiscal  year  in  Arizona  ends  on  June  30,  and  data  are 
not  available  for  either  the  calendar  year  of  1914  or  the 
fiscal  year  of  1914-15.  The  last  reports  received  from  Ari- 
zona indicated  a  total  expenditure  during  the  two  years 
ending  June  30,  1914,  of  approximately  $1,400,000,  exclusive 
of  bond  issues.  It  is  probable  that  this  expenditure  was 
somewhat  larger  and  that  the  total  for  the  fiscal  year  ending 
June  30,  1915,  will  be  found  to  exceed  $1,000,000.  From  the 
information  available,  it  is  likely  that  the  expenditure  during 
the  next  fiscal  year  will  be  not  less  than  that  during  the 
fiscal  year  just  ended.  There  is  available  besides  the  funds  by 
the  counties  an  annual  state  appropriation  of  $250,000. 

ARKANSAS 

.\ccording  to  such  information  as  is  available,  it  is  probable 
that  the  total  expenditure  for  road  work  in  1914  in  Arkansas 
was  about  $4,000,000.  It  is  estimated  that  there  will  be  an 
increase  of  about  $1,000,000  this  year,  which  will  make  the  total 
expenditure   for   1915   approximately  $5,000,000. 

CALIFORNIA 

The  state's  part  of  road  work  in  California  is  performed  with 
the  proceeds  of  the  $18,000,000  bond  issue  voted  in  1910  and 
with  funds  from  automobile  registrations.  At  the  beginning  ot 
1914  about  $15,500,000  of  the  $18,000,000  bond  issue  remained 
unexpended.  The  expenditure  in  1914  by  the  state  was  between 
$1,000,000  and  $1,500,000  from  the  bond  issue,  in  addition  to  the 
expenditure  for  maintenance  from  the  automobile  registration 
fund.  The  latter  fund  amounts  to  about  $350,000  annually.  To 
date  no  report  has  been  received  of  the  amount  expended  by 
the  state  during  1914,  but  it  is  probable  that  it  does  not  differ, 
very  materially  from  that  expended  in  1913. 

The  counties  in  California  spend  large  amounts  for  road 
work,  and  in  the  first  table  on  the  next  page  are  shown  the 
expenditures  in  tho.se  counties  from  which  reports  have  been 
received. 


GOOD    ROADS 


July  3.  1915 


COLORADO 

Acv^^iuiiii;  to  ihf  report  ul  Slate  Hi»ciivsa\  Loiiiinissioiier  T. 
J.  Ehrtart.  for  the  period  from  April  7,  1913.  to  November  30, 
I9I4.  the  tot»k  of  appor-  ~  of  state  money  for  1913  and 

1914  were  $S84J0O.OO  ai.  .25  respectively.     In  order  to 

a\ail  ibeinselves  of  this  aiU.  tlit  counties  appropriated  $437,540 
U>t  1913  and  $135,700  for  1914.  making  the  total  funds  for  1913 
and  1914  $l.a.M.740  and  $J57.845J5  respectively.  On  Nov.  30. 
1914,  there  remained  unexpended  $73,082.86  from  the  state  fund 
and  I47725J0  from  the  county  fund.  Many  of  the  counties. 
however,  expended  more  than  the  amounts  appropriated  to  meet 
the  state  funds,  with  the  result  that  the  total  expenditure  for 
1913  and  1914  was  $1,999,549.96. 

Suie  funds  for  1915  amount  to  about  $105,000,  which  has 
been  apportkwed  to  the  counties.  This  sum  will  be  met  by 
coontjr  funds  amounting  to  about  $100,000.  In  addition  the 
counties  w^ill  have  a\'ailable  about  $1,250,000,  making  the  total 
aboat  $1,455,000. 


The  expenditures  for  administration  during  the  eleven 
months  amounted  to  $169,643.88. 

During  the  period  from  February  26,  1913,  to  October  1, 
1914.  work  was  done  by  the  department  as  shown  in  the  fol- 
lowing table  prepared  by  the  Commission: 

Kind  of  Road  .  .  ,,      ^ 

Trunk  Line  Roads      Stato  Aid  Roads 
Length  in  Miles        Length  in  Miles 

> A. .^ 

Con-  Recon-  Con-  Recon- 
structed structed  structed  structed 

Graded 21.11  14.79  14.46              1.89 

aravel    40.10  5.20  29.71              1.00 

Stone  Surface   6.26             ....             ■•■; 

Macadam     58.05  38.81  34.96               2.23 

Bituminous   Macadam    ...      22.14  ....  8.58             .... 

Bituminous  Concrete    ....      44.54  ....  188             .... 

Concrete    12.66             2.97             

Brick    29  

Total  Mileage   205.15  68.80  92.56  6.12 

Total    mileage    of   new    construction    on     trunk    line   and 

state  aid  roads  297.71 

Total   mileage  of  reconstructed  roads  on  trunk  line  and 

state  aid  roads  63.92 


HIQBWAT    WORK    BY    COUNTIES    IN    CALIFORNIA 

1914  Work 

f 

1915   \' 

Total  amount 

available 

for  roads 

and  bridges. 

$'l'6,666 

25b!666 
i'2'o',666 

6'7'2.'»66 
30,000 

'i'3',666 

130,000 

5.000 

350,000 

'  '('e')' ' 

'3  6, '000 

Total 

County 

Amo 

lunt  Expen( 

ied                     T< 

jtal  amount^ 
of  bonds 

voted. 

None 

None 
None 

$270,000 

None 

None 

None 

None 

None 

None 

None 

None 

None 

None 

None 

None 

1,125,000 

None 

None 

None 

None 

None 

None 

None 

None 

bonds  voted 

Roads. 

$222,642 

Bridges. 

$18,000 

1,000 

i'2'o.o66 

77.053 
16,680 
20,000 
15,000 

'  '5.666 
350.000 
10,000 
40.000 
1,000 
75,000 

'3'5',646 

'5'8',6i8 
7,000 

Total. 
$240,642(a) 

18,000 

20,000 
200,000 
178,916 

44,661 
130,000 

40,000 

69.344 

32.000 
l,850,000(d) 

23,000 

120,000 

5,000 

750,000 

l'5'4'.692 
252, 001(d) 
737,823 
300,000(d) 

'2'4',497(a) 
102.948 
32,500 

voted. 

Amador   

Ckinvtras 

17,000 

None 

80.000 

None 

Contra  Coata    

r>«l    Norte    

101. 86S 

28,981 

110.000 

$l'5'o',666(b) 
(c) 

Inyo       ...        

26,000 

Kinn    

L*k«    

Los  AncelM 

MftrlposA    .....•••..•■ 

!;;!;!!!;!;!!!!!!;;]     '2V.606 

1.600.000 

13,000 

672.500 
None 
None 
None 

Mendocino   

Mono    

80,000 

4,000 

None 
None 

Ormnse    

Pl«c«r   

675.000 

None 
None 
None 

San  Mateo. . .                      

702,777 

Shasta 

Sierra    

Tehama    .    ■  .                         

44  930 

(f) 

Trinity    

25,600 

Vantura    

500,000 

(a)  Amount  of  budget  for  the  fiscal  year  from  July  1,  1914.  to  June  30,  1915;  (b)  to  be  voted;  (c)  bonds  may  be  voted  this 
year:  <d)  for  flscal  year  from  July  1.  1914.  to  June  30,  1915;  (e)  most  of  the  bond  issue  and  some  additional  funds  are  avail- 
able for  1915  work:  (f)  bridge  bonds  to  the  amount  of  $200,000    may  be  voted  this  year. 


HIGHWAY    WORK    BY    COUNTIES    IN    FLORIDA. 


Conntr. 


Raker     

Columbia  .  . 
Gadsden    . . . 

Holmes    

Lafayette    . . 

Lake    

Marlon    

Oranae    

Polk    

Putnam  . . . 
Seminole  . . . 
Voluula  . . . . 
Washlnrton 


1914 

Work 

Total 

A 

Total  amount 

amount  of 

Expenditures 

Total  amount 

available 

bonds  voted 

of  bonds 

for  roads 

and  to  be 

Roads. 

BrMges. 

Total. 

voted. 

and  bridKes. 

$5,500 

$2,500 

$8,000 

None 

$8,000 

$50,000 

10.600 

8,000 

18,600 

None 

260,000 

250,000 

15,000 

2,000 

17.000 

None 

30,000 

None 

40.000 

8,000 

None 

14,000 

4,006 

18,000 

13.000 

14,520 

500,000 

500,000 

None 

60,000 

2,000 

62,000 

None 

35,000 

None 

60,000 

60,000 

600.000 

None 

76,207 

3,821 

80,028 

None 

45,000 

None 

18,000 

7.000 

25.000 

None 

18.000 

150,000 

15,000 

None 

20,000 

None 

69,000 

None 

68,000 

(a) 

6.224 

3,000 

8,224 

4,811 

<s>  Road  bonds  to  the  amount  of  tSOO.OOO  to  $600,000  to  be  voted  upon. 


CONNECTICUT 
During  the  twelve  months  ending  September  30,  1914,  the 
total  cash  expenditure  for  work  in  which  the  state  partici- 
pated was  $3,259,487.54.  There  is  considerable  other  work 
done  in  the  state  but  it  is  done  entirely  by  the  towns,  which 
make  no  returns  to  the  State  Highway  Department  or  other 
central  authority.  Of  the  total  for  the  twelve  months  ending 
Sepember  30,  1914,  there  was  expended  during  the  eleven 
months  ending  September  30,  1914,  a  total  of  $2,609,359  64. 
Thu.  according  to  a  report  from  the  State  Highway  Com- 
mission, was  divided  as  follows: 


Stai»   Aid   ... 
Trunk    Uses 
Repairs    


.$»87,99a.6« 
.  741.601.93 
.    879,864.06 


No  information  is  available  relative  to  work  for  1915.  The 
Legislature  of  this  year  made  no  appropriations  for  construc- 
tion during  the  two-year  period  ending  October  1,  1917. 

DELAWARE 

The  total  expenditures  in  the  three  counties  of  Delaware 
during  1914  and  those  probable  in  1915,  as  reported  by  the 
authorities  of  the  separate  counties,  are  shown  in  the  fol- 
lowing table: 

„„„„,.,  Expenditure  Estimated  Expen- 

„f<>""ty  In  1914  dltureinl915 

5""'x--;, $30,000  $60,000 

New   Castle    160.000'  171500 

8"«»ex    70,000  70,'000 

•For  nine  and  one-half  months. 


July  3,  1915 


GOOD    ROADS 


FLORIDA 

In  the  second  table  on  page  6  are  presented  the  data 
obtained  on  work  in  those  counties  from  which  reports  were 
received. 

GEORGIA 

There  is  no  central  authority  having  charge  of  road  wurk  in 
Georgia  nor  collecting  data  on  work  by  the  local  units.  Re- 
ports on  the  work  from  those  counties  from  which  reports 
have  been  received  are  shown  in  the  table  on  this  page. 


bond  issue  of  1913.  About  $75,000  of  this  amount  was  due 
as  the  state's  share  of  construction  work  during  the  year 
1914,  leaving  a  balance  of  $125,000  available,  which  with  the 
amounts,  to  be  contributed  by  counties  on  the  basis  of  the 
state  paying  one-third  of  the  total  cost,  made  1375,000  avail- 
able for  expenditure  during  1915.  All  of  this  will  be  required 
to  complete  work  now  proposed  and  under  contract.  Since 
the  change  in  the  highway  law  by  the  1915  Legislature,  only 
25  per  cent,  of  the  automobile  license  tax  accrues  to  the 
state,  and  10  per  cent,  is  set  aside  to  pay  the  interest  on  the 


County. 


Baker    

Bryan     

Bulloch     .  .  . 

Burke     

Catoosa 
Charlton     .  . 
Chatham.  .  . 
Chattoog-a. . 
Cherokee    . . 

Clarke     

Clayton    . .  . 

Cobb     

Colquitt  .  . . 
Coweta    .  .  .  . 

Dade    

Decatur    . . . 

Echols 

Forsyth  .  . . 
Gordon    .  . . . 

Grady    

Greene  .... 
Harris    .... 

Henry    

Houston  .  .  . 
Jackson  . . . 
Jeff  Davis  . 
Jefferson  .  . 
Jenkins  . . . 
Johnson  .  . . 
Liberty  .  .  . 
Lumpkin  .  . 
Mcintosh  .  . 
Macon  .... 
MeriTvether 
Morgan  .  .  .  . 
Muscogee  . . 
Oconee  . . . . 
Paulding  .  . 
Pierce     .... 

Polk    

Richmond  . 
Stewart  .  . . 
Thomas    . .  . 

Tift     

Towns     .... 

Troup     

Walker  .  .  . 
Warren  .  .  . 
Whitfield  .  . 
Worth     


HIGHWAy  WORK  BY  COUNTIES  IN  GEORGIA. 

1914  Work 


Expenditures 


Roads. 

$12,000 


Bridges. 
$2,000 


30,000 

27,000 

6,500 

'5  3, sob 

6,000 
32,117 
28,928 

'54',  65  5 

'45,666 
3,463 


6,000 
3,000 


2,500 
2,000 
3,587 
2.628 

isioss 
'i'5',666 

2,000 


2,000 

6,000 

14,000 

10,000 

25,000 

5,000 

10,000 

10,000 

24,000 

3,000 

19,475 

16,089 

9,000 

6,000 

12,000 

3,000 

4,000 

1,000 

21,000 

5,000 

3,604 


4,984 
20,000 
29,750 

'67,666 
8,000 
12,500 
14,645 
32,000 
58,000 
17,000 
40,000 
18,000 

'25,666 


17,000 
30,000 


1,292 


2,000 

10,000 

5,250 


4,000 
3,000 
1,226 
6,000 
7,000 
3,000 

20,000 

6,000 

100 

10,000 


8,000 
15,000 


Total. 
$14,000 

7,000 
36,000 
30,000 

6,500 

8,000 
56,000 

8,000 
35,704 
31,556 


69,748 

46,033 

60,000 

5,463 

50,000 


Total  amount 
of  bonds 
voted. 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 


8,000 
24,000 
30,000 
20,000 
27,000 
35,564 
15,000 
15,000 

5,000 
26,000 

(b) 

4,896 
13,275 

6,000 

6,984 
30,000 
35,000 
20,000 

'l'2',666 
15,500 
15,871 
38,000 
65,000 
20,000 
60,000 
24,000 
100 
35,000 
14,000 

'25,066 
45,000 


None 
None 
60,000 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 

None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 


1915  Work . 

Total 
Total  amount    amount  of 
available     bonds  voted 

for  roads  and  to  be 
and  bridges.           voted. 

None 

$6,000  None 

30,000  None 

30,000  None 

8,500  None 

4,000  None 

23,500  225,000 

8,000  (a) 

36,000  None 

None 

None 

70.000  

None 

60,000  None 

None  

50,000  None 

None 

None 

24,000  None 

30,000  None 

20,000  60,000 

20,000  None 

32,551  None 

None 

1,600  None 

6,000  None 

28,000  None 

None 

5,000  None 

None 

6,000.  None 

7,000  None 

25,000  None 

40,000  None 

25,000  None 

70,000  None 

10,000  None 

16,700  None 

'46,666  Noiie ' 

65,000  None 

20,000  None 

65,000  

25,000  None 

100  None 

35,000  None 

15,000  75,000 

Nothing  None 

17,000  None 

35,000  None 


(a)   Road  bonds  may  be  voted  this  year;    (b)   work  done  by   day  labor;  figures  not  given. 


IDAHO 

As  was  noted  in  the  review  printed  in  December  of  last 
year,  the  State  Highway  Commission  of  Idaho  was  engaged 
during  1914  in  organizing  and  in  laying  out  a  proposed  sys- 
tem of  state  highways,  which  includes  about  1,400  miles  of 
the  8,000  miles  of  main  traveled  roads  in  the  state.  Most  of 
the  state  system  was  surveyed  during  the  year  and  con- 
tracts awarded  for  upwards  of  360  miles.  The  majority  of 
this  was  under  construction  in  December  of  last  year.  The 
amount  involved  in  the  work  was  reported  in  December  as 
approximately  $280,000,  of  which  $98,000  was  for  bridge 
work,  $40,000  for  the  construction  of  gravel  roads  and  the 
remainder  for  the  building  of  earth  roads.  The  counties  of 
the  state  expended  about  $1,000,000  in  1913,  according  to 
State  Highway  Engineer  E.  S.  Smith,  and  about  $750,000 
in  1914.  The  total  amount  expended  by  the  counties  and 
the  State  Highway  Department  during  1914,  according  to 
Mr.  Smith,  was  a  little  over  $1,000,000. 

In  regard  to  future  work.  State  Highway  Engineer  Sm'th 
reports  as  follows: 

"At  the  beginning  of  the  present  year  there  was  available 
$200,000,  being  the  proceeds  of  the  sale  of  the  state  highway 


state  highway  bond  issue,  leaving  but  15  per  cent,  of  the  total 
license  tax  collected  as  the  fund  for  operating  expenses  of 
this  department." 

ILLINOIS 

The  following  from  the  review  printed  in  December  of  last 
year  comprises  the  available  information  regarding  tHe  work 
of  1914: 

The  1913  General  Assembly  ot  Illinois,  which  passed  a  new 
road  l^iw  and  established  state  aid,  made  an  initial  appropria- 
tion of  $1,100,000  for  the  biennial  period  from  July  1,  1913,  to 
July  1,  1915.  This  was  for  state  aid  work,  for  which  the  coun- 
ties are  obliged  to  contribute  an  equal  amount,  making  the  total 
amount  available  for  state  aid  work  $2,200,000.  Of  the  state's 
■  appropriation,  $400,000  was  made  available  July  1,  1913,  and 
$700,000  on  July  1,  1914.  It  was  Impossible  to  use  any  part  of 
the  $400,000  appropriation  until  late  in  June  of  this  year,  when 
the  road  law  was  declared  unconstitutional  by  the  Supreme 
Court  of  the  state.  Since  July  1,  1913,  contracts  have  been 
awarded  for  over  90  miles  of  concrete  and  brick  road,  at  an 
average  cost  of  $12,000  per  mile. 

In  addition  to  the  appropriation  for  state  aid  work,  $100,000 
was  appropriated  for  the  administration  of  the  State  Highway 
Department. 

The  amount  expended  by  the  townships  during  1914  I3  esti- 
mated at  not  less  than  $7,000,000. 


8 


GOOD    ROADS 


July  3,  1915 


In  reference  to  the  future  work  of  the  Highway  Department, 
Chief  State  Highway  Engineer  \V.  W".  Marr  reported  early  last 
month  as  foOowt: 

"Replying  to  your  letter  of  May  13,  we  wish  to  say  that  by 
July  I  "**•  w«  will  have  entered  into  contract  for  the  con- 
Miuction  of  state  aid  road  work  to  the  extent  of  about  $2,000,000, 
to  enrer  a  period  from  July  1,  1914.  The  Legislature  has  not 
yet  adjonmed.  but  we  feel  practically  assured  that  there  will 
be  appropriated  for  state  aid  road  work,  under  the  supervision 
of  tWs  department.  $2,750,000,  which,  with  an  equal  amount 
furnished  by  the  counties,  provides  $5,500,000,  for  the  bienniuni 
beginning  July  1,  1915. 

"We  can  not  furnish  you  with  any  additional  information  as 
to  the  probable  mileage  or  type  of  roads  that  will  be  built, 
except  to  say  that  in  all  proliability  the  major  portion  of  them 
will  be  of  Portland  cement  concrete,  though  vitrified  brick  will 
be  adopted  by  many  of  the  counties." 

INDIANA 
Data  on  the  expenditures  during  1914,  the  amounts  available 
for  1915  and  on  bonds  voted  and  to  be  voted  in  various  coun- 
ties in  Indiana  are  shown  in  the  table  printed  below.  This 
table  includes  the  reports  on  work  in  all  of  the  counties  from 
which  advices  have  been  received. 


It  is  stated  that  as  closely  as  can  be  estimated  the  funds 
available  in  1915  will  be  approximately  the  same  as  those  in 
1914,  this  estimate  being  made  by  the  State  Highway  Com- 
mission. 

KANSAS 

The  State  Highway  Department  of  Kansas  has  available 
about  $11,000  annually,  this  amount  including  funds  for  road, 
bridge,  drainage  and  irrigation  work.  The  township  and 
county  funds  for  road  and  bridge  work  for  the  year  ending 
October  1,  1914,  amounted  to  $5,250,000,  and  State  Engineer 
Gearhart  estimates  that  the  amount  for  the  year  ending  Oc- 
tober 1,  1915,  will  be  about  $250,000  more,  making  a  total  for 
the  current  year  of  approximately  $5,500,000. 

.\bout  10  per  cent,  of  the  108,500  miles  of  highways  in  the 
state  has  been  classified  as  county  roads  and  is  being  im- 
proved and  maintained  at  the  expense  of  the  counties,  the 
work  being  under  the  direction  of  county  commissioners  and 
county  engineers. 

KENTUCKY 

.According  to  the  last  report  received  from  the  Department 
of  Public  Roads,  the  total  expenditure  by  the  counties  of  Ken- 
tucky  during   1914  was   about   $2,000,000.     No   money   was   ex- 


Conntr. 


Benton    

Brown    

CUy    

rtavleu    

Dearborn    . . . 

DcKalb    

Dulmis     

Fountain    

Grant     

Henry    

Jackson   

Jaaper  

J«y   

JeSeraon   

Jennlnc*     ... 

Knox     

Kosciusko    . . 

Martin    

Morgan    

Ohio    

Owen    

Porter    

Posey     

Putnam    

Saint  Joseph 

Shelby    

Union   

VanderburK    • 
Vermilion    . . . 

Vigo    

Wabash     

Warrick   

Washington   . 


HIGHWAY  WORK  BY  COUNTIES  IN  INDIANA. 

1914   Work 


-1915  Work- 


Ex  penditures 


Roads. 

$65,000 

1,500 

81.253 

155,695 


27,800 

s'bV.oIt 

15.833 
29,788 
97,867 


84,870 

10,305 

230,000 


5.096 
17,326 

'5'8',233 
42,402 
68,872 

170.056 

83,331 

89,638 

7,991 

201,935 
72,000 

168,530 


56.984 
48.000 


BrldKes. 

$5,000 
500 


16,991 


29,532 
36,826 
22,283 
20,240 
27,374 
27,210 
7,467 
20,000 

'  '8.336 
2,785 

'  2Mi 
24,175 
19.902 
12,006 
104.836 
32.271 
2,676 
18,188 
15,000 
18,028 


30,368 
47,000 


Total. 

$70,000 

2,000 

81,353 

172,586 

106,382 

1.500 


Total  amoun 
I      of  bonds 
voted. 
$86,000 
None 
57,600 
None 


392,649 
52,659 
52.071 

118,107 
27.374 

112,080 
17,772 

250,000 
13,586 
13,432 
20,111 
11,988 
60,847 
66,577 
78,774 

182,062 

188,166 

121,909 
10,667 

220,123 
87,000 

186,558 


87,352 
95,000 


Total 

Total  amount    amount  of 
available     bonds  voted 


None 
None 

2i5,'l2'l 

None 

413,342 
91,750 

None 

Nona 

None 

None 
24,500 
10,041 
48,440 
8,400 
24,965 


20,000 
None 


Nono 
None 
167,490 
72,000 
137,667 


58,000 


for  roads 

and  bridges. 

$120,000 

12,300 

107,793 

9,000 

97,749 

8,000 

27,000 

36,000 


77,892 
100.000 


20,000 
16,310 


6,000 
22,700 

7,807 

20,000 

86,000 

40,000 

177,356 


26,000 

'  (eV  ■ 
46,000 

'60,666 
37,200 
80,000 


and  to  be 

voted. 

$200,000 

12,300 

64,600 

9,000 


(a) 

32,000 

35,000 

L73,n00 

20,000  (b) 

76,000 
None 

None 
None 
33,000  (c) 


None 
59.400 

(d) 
30,000 
None 

None 

None 

31,000 

(e) 

44,'7'o'o'  (f) 

(PT) 
37.200 


(a)  Road  tmnds  will  be  voted  upon;  (b)  issued  to  date;  more  expected;  (c)  sold  this  year;  (d)  will  vote  on  road  bonds 
this  raar;  (e)  bond  issue  expected  this  year,  amount  available  depends  upon  the  amount  of  this  Issue:  (f)  vote  on  additional 
laaoc  expected  this  year;   (ts)  expected  that  bonds  will  be  voted   this  year. 


IOWA 

The  total  expenditure  on  Iowa  roads  during  1914  was 
approximately  $11,601,000,  according  to  a  recent  report  from 
the  State  Highway  Commission.  This  total  was  divided  as 
follows:  County  road  work,  $3,403,000;  township  road  work, 
•3.171.000;  bridges  and  culverts,  $5,027,000. 

The  13,403.000  expended  for  county  road  work  was  divided 

as  follows: 

Permanent  icradlnK $762,000 

Repair  work    633,000 

Road  machinery 160,000 

Tractor   work ,-...  101,000 

RnrfacInK , 97,000 

Draaglna    280.000 

tTnclasslfled  icradinK 66,000 

Road  material  on  hand  22,000 

Unreported  and  unclassided  expenditures....  1,292.000 

The  expenditure  for  bridge  work  included  $3,100,000  for 
completed  bridges  and  culverts  and  11,160,000  for  repair  work, 
the  remainder  being  for  various  other  items. 


pended  directly  under  the  supervision .  of  the  Department  of 
Public  Roads  during  that  year  except  one  piece  of  work  in 
Lewis  County,  which  was  paid  for  by  the  state  and  county 
jointly. 

During  the  present  year  the  Department  of  Public  Roads  will 
probably  expend  al)out  $600,000  of  state  money,  to  which  will 
be  added  an  equal  amount  appropriated  by  the  counties,  making 
a  total  of  $1,200,000  to  be  expended  under  the  supervision  of 
the  department.  In  addition  to  this  there  will  be  expended 
whatever  money  is  appropriated  by  the  counties  for  work  in- 
dependent of  the  state. 

LOUISIANA 

During  1914  the  Highway  Department  extended  state  aid 
to  ten  parishes  for  the  construction  of  twelve  highway  pro- 
jects, having  a  total  length  of  about  135  miles.  The  esti- 
mated cost  of  these  roads  was  approximately  $400,000.     Of 


July  3,  1915 


GOOD     ROADS 


this  the  state  contributed  $100,000  and  the  parishes  the  re- 
mainder. 

In  addition  to  the  expenditure  for  work  under  the  jurisdic- 
tion of  the  Highway  Department,  a  very  large  amount  of 
work  was  done  by  parish  and  municipal  authorities.  Accord- 
ing to  recent  advices  from  the  Highway  Department,  the  total 
expenditures  for  1914  were  as  follows: 

Parish  Expenditures $3,000,000 

Municipal  Expenditures 2,000,000 

Contracts  let  by  Highway  Department 400,000 

Total     $5,400,000 

In  regard  to  1915  work,  it  is  estimated  that  the  expendi- 
tures will  be  about  as  follows: 

Parish  Expenditures $3,000,000 

Municipal    Expenditures    3,000,000 

Expenditures  by  Highway  Department 600,000 

Total     $6,600,000 


MAINE 

The  following  in  regard  to  expenditures  in  Maine  for 
1914  and  for  1915  has  been  supplied  by  Chief  Engineer 
Paul    D.   Sargent   of   the   State   Highway    Commission: 

"In  1914  there  was  expended  upon  state  highways  the 
sum  of  $850,000,  all  of  which  was  furnished  by  the  state; 
the  state  aid  highway  construction  totaled  about  $600,000, 
approximately   half  of  which  was  paid  by  cities  and  towns. 

"Under  special  legislative  resolves  and  the  automobile 
registration  fund  about  $110,000  was  expended,  the  prin- 
cipal   work    being    bridge    construction    and    maintenance. 

"On  the  maintenance  of  state  aid  highways  there  was 
expended  in  1914,  under  the  supervision  of  the  department, 
approximately   $75,000,    covering   over    650    miles    of    road. 

"Although  no  e.xact  data  are  obtainable,  it  is  probable 
that  the  expenditure  throughout  the  state  for  general  road 
purposes,  outside  of  any  work  under  the  supervision  of 
the  State  Highway  Department,  totaled  $1,500,000. 

"In  1915  the  available  funds  are  substantially  the  same 
as  last  year,  with  the  exception  that  the  amount  to  be  ex- 
pended   on    state    highway    construction    is    $500,000." 


MARYLAND 

The  following  tables  furnished  by  Chief  Engineer  Henry 
G.  Shirley  of  the  Maryland  State  Roads  Commission  show 
the  commission's  estimates  of  expenditures  in  1914  and  those 
to  be  made  during  the  current  year: 

EXPENDITURES,   1914. 

State    Road    Fund    $4,000,000 

State  Aid  Fund,  including  counties  and  state's  nortlon.       500,000 
Amount   spent    in    the    counties   by   the   counties'    own 

departments    1,500,000 

EXPENDITURES,   1915. 

State  Road  Fund    $2,500,000 

State  Aid  Fund,  including  counties  and  state's  portion.       600,000 
Amount   spent    in    the   counties   by   the    counties'    own 

departments     1,600,000 


MICHIGAN. 

.According  to  State  Highway  Commissioner  Frank  F. 
Rogers,  the  following  statement  by  him,  which  was  printed 
in  our  review  in  December  of  last  year  contains  the  avail- 
able  information   relative   to   work   during   the   past   year: 

During  the  last  fiscal  year  our  automobile  tax  law  was  killed 
by  the  Supreme  Court,  thereby  cutting  oft  the  means  of  paying 
the  ordinary  state  reward.  The  fiscal  year  ending  June  30, 
1914,  was  the  first  one  under  which  the  payment  of  double 
reward  on  trunk  line  roads  was  made  by  this  state.  During 
that  year  there  was  paid  from  the  trunk  line  fund  in  rewards 
$117,643.  When  the  total  available  ordinary  reward  of  about 
$470,000  had  been  paid  out.  there  had  been  built  the  following: 

13  miles  Sand-Clay      at  $    250  to  $    425 

478       "       Gravel    "         500    "  850 

38        "       Stone-Gravel "          750    "  1,275 

4        "       Gravel-Slag    "          750    "  1,275 

129       "       Macadam     "      1,000    "  1,700 

20        "  Concrete "1,000    "  1,700 

Since  the   beginning   of   the   present  fiscal  year,   July   1,    1914, 

there  has  been  paid  from  the  trunk  line  fund  $76,000,  and  my 
inspectors  have  accepted  367  miles  of  road  for  which  there  is 
now  to  be  paid  from  the  state  $275,000. 

It  is  expected  that  the  Legislature  when  it  meets  next  Janu- 
ary will  make  a  deficiency  appropriation  which  will  cover  the 
amount  due  at  that  time,  or  which  will  become  due  before  the 
close  of  the  fiscal  year.  I  do  not  expect  that  there  will  be  any 
increase  in  the  mileage  of  roads  built  during  this  fiscal  year  be- 
cause of  the  fact  that  the  townships  and  counties  who  build 
the  roads  cannot  wait  until  the  I^egislature  appropriates  the 
state's   share   of   the   cost. 

In  regard  to  funds  available  for  future  work.  Commis- 
sioner Rogers  has  supplied  the  following  list  showing  all 
of  the  money  appropriated  for  highway  purposes: 

STATE  REWARD. 

July    1,    1914 — June   30,    1915    (Deficiency)    $600,000 

July  1,  1915— June  30,  1916 600,000 

July  1,  1916— June  30,   1917   One-half  Auto  Tax 

TRUNK  LINE 

July  1,  1914— June  30,   1915    $300,000 

July  1,  1915 — June  30,  1916    350,000 

July   1,   1916 — June   30,    1917    550,000 

MINNESOTA 

The  total  expenditure  for  road  work  supervised  by  the 
State  Highway  Commission  in  1914  was  approximately 
$4,000,000,  of  which  about  75  per  cent,  was  used  for  road 
and  culvert  construction.  Of  the  remainder,  $323,111.27  was 
expended  for  road  maintenance  and  $684,000.00  for  bridge 
construction.  In  addition  to  the  expenditures  for  work  super- 
vised by  the  State  Highway  Commission,  those  for  road  and 
bridge  work  by  the  towns  amounted  to  abo,ut  $2,400,000, 
making  the  total  expenditure  in  the  state  for  roads  and 
bridges  a  little  less  than  $6,500,000. 

Apportionment  of  the  general  road  and  bridge  fund  for 
1915  has  been  made  to  the  counties  of  the  state  as  noted 
in  "Good  Roads"  for  March  27,  the  total  amount  allotted 
being  about  $1,480,000.  As  the  counties  pay  from  20  to  50 
per  cent,  of  the  cost  of  work  done  by  state  aid,  the  total 
expenditure  for  1915  state  aid  work  may  be  estimated  at 
approximately  $3,500,000.  In  addition,  the  town  work  may  be 
estimated  at  about  the  same  as  last  year,  making  the  total 
probable   expenditure   about  $6,000,000. 


MASSACHUSETTS 

The  total  amount  expended  by  the  Massachusetts  State 
Highway  Commission  for  construction  during  1914  was 
$1,368,072,  in  addition  to  which  there  was  expended  for 
repairs  and  maintenance  $805,723.  In  regard  to  the  amount 
available  for  1914,  Chief  Engineer  Dean  reports  as  follows: 

"It  is  absolutely  impossible  to  give  an  estimate  of  the 
mileage  to  be  built  in  1915  of  the  different  classes  of  road, 
or  even  to  give  a  total  mileage.  It  will,  of  course,  be 
greater  than  last  year,  as  we  have  an  additional  appropria- 
tion, of  which  it  is  probable  we  will  expend  about  $500,000 
this   year." 

Mr.  Dean  also  estimates  that  the  construction  expendi- 
tures for  1915  will  amount  to  about  $1,700,000  and  that  about 
$900,000  will  be  expended   for  maintenance  and  resurfacing. 


MISSOURI 

Information  as  to  the  exact  expenditure  in  Missouri  during 
1914  is  not  available.  It  is  probable,  however,  that  fully  as 
much  was  expended  in  1914  as  in  1913,  and  the  expenditure 
in  1913  was  placed  at  a  little  over  $5,000,000.  During  1913 
and  1914  about  $225,000  was  expended  for  dragging  county 
seat  highways,  that  amount  having  been  taken  from  state 
funds  and  distributed  to  the  counties. 

During  1915  and  1916  $350,000  will  be  expended  through 
the  State  Highway  Department  for  dragging  roads  con- 
necting county  seats.  In  addition,  there  will  be  distributed 
through  the  State  Highway  Department  about  $500,000  for 
permanent  culvert  and  bridge  work.  The  local  expenditures 
during  1915  will  be  not  less  than  $8,000,000,  according  to 
State  Highway  Commissioner  BulTum.    Commissioner  Buflfum 


10 


GOOD    ROADS 


Tulv  .1  1915 


»l*o  report*  that  the  department  is  locating  about  titty  cross 
'Mate  highway*,  which  arc  being  so  located  as  to  form  con- 
itnuoas  routes  between  different  parts  of  the  state. 

MISSISSIPPI 

There  is  no  central  authority  having  charge  of  road  work  in 
ViT'lT«Tri  or  lo  which  the  local  uniu  are  obliged  to  make  re- 
turns. In  the  table  printed  on  this  page  are  presented  data 
on  work  in  those  connties  from  which  reports  have  been  re- 
cctvco. 


state  last  year  by  the  various  counties  were  approximately 
H1H139. 

"There  will  be  expended  during  the  coming  year  an 
equal  amount.  The  State  Highway  Commission  will  have 
about  $25,000  per  annum,  which  will  be  expended  for  equip- 
ment, bridge  plans  and  executive  expenses  of  the  High- 
way Commission. 

"Several  counties  in  the  state  are  launching  road  improve- 
ment programs,  purchasing  large  amounts  of-  equipment 
for   grading  and   graveling  purposes.     The  total  amount  of 


HUIHW.W    WORK    BY    COUNTIES  IN   MISSISSIPPI. 

I»14  Work 


-1915  Work- 


Coantr. 

Banton 
Bolivar 
D*  Soto      . 
Itawamba 
Jackson    . . 

Lamar    

lAwr«nc« 
Lowndea    . . . 

Marion     

Monro*     .  . . . 
MontKomery 
Pontotoc    . . . 
Prentiss    .  .  ■ . 
Sharker     . . . 


Bx  penditures 


Roads. 

$8,960 


Brldfres. 
(1,998 


20.000 
40,000 
41,6S6 
10.000 
11.279 
63,000 
10,000 

'12,882 

"23,666 
2,000 


s,ooo 

10.000 

12,111 

5,000 

7.341 

7.000 

10,000 

■  '6,427 

'  '4'.6bb 


Total. 

(10,948 

100,000 

25,000 

60,000 

63,796 

15,000 

18,620 

70,000 

20.000 

(b) 

19.309 

20,000 

27,000 

2,000 


Total  amount 
of  bonds 
voted. 
None 
None 
None 
None 
None 
None 
None 

50,000 
None 


Total 

Total  amount    amount  of 
available     bonds  voted 


for  roads 
and  bridges. 

»10,000 
100,000 


None 


70,000 
None 


10,000 
21,175 


15,000 


"Nothing" 
60.000 
2,000 


and  to  be 
voted. 
None 
None 
None 
None 
None 
None 
None 
(a) 
None 


None 
None 
None 
None 


(a)  Bonds  to  b«  voted  upon  this  year;  (b)  In  the  latter  part  of  1913  the  construction  of  about  100  miles  of  road  was 
commenced:  It  is  estimated  that  the  total  cost  of  this  work  will  be  about  $500,000,  including  the  cost  of  concrete  and  steel 
bridcsa. 


HIGHWAY  WORK  BY  COUNTIES  IN  NEBRASKA. 

1914   Work 


-1915  Work- 


County. 


Expenditures 


Adams    

Antslops    . . . 

Arthur 

Buffalo    

Caas    

Chsrsnn*   . . . 

Clar    

Colfax   

CnmlDK 

Custer   

Dmwson     

Deuel     

Dodse    

DouKlas  . . . . 
rranklln  ... 
Frontier  . . . . 

Gave    

Oarfleld 

Hall    

Hitchcock  .. 
Hooker  .... 
Howard  .... 
Jefferson    . . . 

Johnson    

Keys  pahs 

Knox    

Lincoln     

Merrick     

Nance    

Nuckolls    ... 

Otoe     

Perkins     .... 

Platte    

Polk    

Red   Willow 
Richardson    . 

Sarpy     

Saunders    . . . 

Seward    

Slonz   

WaahinRtoD 


Roads. 

$15,000 
10,000 


40,000 

8.000 

10,000 

18.000 

'i'5',666 

30.000 
1,500 
3,863 

70,210 

'  '7,666 

12,000 

900 

'  '2.666 

2.000 

6,000 

10,000 

15,000 

'45.666 
15.000 

'  1,666 

12,000 
36,000 
600 
23,120 
20,000 
10,303 
10,000 
18,618 
26,000 
35,000 
5.000 
10.000 


Bridges. 
$1,500 
25,000 

'2'6',666 
60,000 
4.000 
15.000 
24,000 


Total. 
$16,600 
35,000 


20.000 
30,000 
500 
41,442 
82,387 

'l'3',666 

40.000 

600 

20,000 

6,000 

600 

5,000 

17.000 

25,000 

'30,666 
26,000 

'i'6',666 

24,000 
36,000 

'l'5'.953 
16.000 
10,445 
10  000 
16.918 
45,000 
26,000 
3,500 
20,000 


90,000 
12,000 
25,000 
42,000 

'35,666 

60,000 

2,000 

45,295 

152,597 


Total  amount 
of  bonds 
voted. 
None 
None 
None 
None 
None 
None 
None 
None 


Total 

Total  amount    amount  of 
available     bonds  voted 


for  roads 

and  bridges. 

20,000 

40,000 

25,"o"o'o' 
50,000 
18,000 
28,000 
44,000 


20,000 
52,000 

1,500 
20,000 

8,000 

2,500 
11,000 
27,000 
40,000 

5,900 
75,000 
40,000 
17.000 
17,000 
36,000 
72,000 
500 
39,073 
35.000 
.20,748 
50.000 
35,636 
70,000 
61,000 

8,600 
30,000 


None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
10,000 
None 
None 
None 
30,000 

None 
None 
None 
None 
None 
None 
None 
None 

None 
None 
None 
None 


35,000 

55,000 

7,500 

43,700 

(a) 
17,000 
21,000 

'  '2',666 
25,000 
10,000 
3,500 
26,000 


6,000 
60,000 
50,000 
26,000 
30,000 
42,000 
100,000 
3,000 
40,000 
35.000 
20,000 


and  to  be 
voted. 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
None 
25,000  (b) 
None 
None 
5,000  (b) 
None 
None 


35,000 

75,noo 

60,000 

9,000 

30,000 


None 
None 
None 
None 
None 
None 
None 

None 
None 
None 
None 
None 


(a)  About  the  same  amount  is  available  for  1916  as  was  expended    in    1914;    (b)    to   be   voted   upon. 


MONTANA. 

The  following  statement  regarding  road  work  in  Mon- 
tana during  1914  and  that  proposed  for  1915  has  been  furn- 
ished by  Secretary  George  R.  Metlen  of  the  Board  of 
Highway  Commissioners: 

**The  total  amount  paid  out  at  the  end  of  the  fiscal  year 
was  $2,553,772;  the  balance  on  hand  was  $1,518,020.  with 
outstanding  warrants  totaling  $1,640,366.99.  I  have  no  data 
at  hand  whereby  I  can  estimate  the  number  of  1913  warrants 
carried  over  into  the  1914  outstanding,  but  I  believe  the 
amonnt  is  relatively  small.    So  the  total  expenditures  in  the 


money  available,  however,  will  be  limited  by  the  assessed 
valuation  of  the  state,  which  will  be  aljout  $300,000,000  for 
road  purposes,  upon  which  a  levy  of  no  more  than  five  mills 
on  each  dollar  is  collectable.  Bonding  is  not  popular. 
However  some  outstanding  warrants  will  probably  be  taken 
up   by   funding  bonds." 

NEBRASKA 

Data  on  highway  work  in  those  counties  from  which  reports 
have  been  received  are  presented  in  one  of  the  accompanying 
tables. 


July  3,  1915  GOOD 

NEVADA 

There  is  no  central  authority  having  charge  of  road  work  in 
Nevada  or  to  which  the  counties  are  obUged  to  report.  Data 
on  work  in  those  counties  from  which  reports  have  been  re- 
ceived are  shown   in   the  following  table : 

Amount  Available 

Expenditure  in  1914  for  1915  Road 

County       Roads              Bridges               Total  and  Bridge  Work 

Clark..'...    $16,000              $14,000              $30,000  $17,000 

Lyon        ...      21,324                   2,535                 23,859  21,000 

Nye        12,000                12,000  15,000 

Storey    ....        2,000                2,000  1,500 

In  addition  the  following  amounts  were  reported  a  year  ago 
as  available  for  1914  work:  Churchill  County,  $8,000;  Douglas 
County,  $12,000;  Eureka  County,  $6,455;  White  Pine  County, 
$13,000. 

NEW    HAMPSHIRE 

The  total  amount  of  money  expended  for  road  construc- 
tion in  1914,  according  to  a  statement  furnished  by  Acting 
State  Highway  Commissioner  F.  E.  Everett,  was  $550,000, 
while  the  total  expended  for  maintenance  was  $244,155.38. 
There  has  been  appropriated  for  road  workjn  1915  the  sum 
of  $315,000  for  construction  and  about  $225,000  for  main- 
tenance. The  latter  amount  depends  upon  the  receipts  from 
automobile   fees  and  is   an   estimate  only. 

It  should  be  noted  that  while  the  figures  for  1914  include 
money  furnished  by  the  towns  as  well  as  that  furnished 
by  the  state,  the  amount  for  1915  is  the  state's  portion 
only.  The  money  appropriated  by  the  towns  will  probably 
increase  this  to  about  $300,000,  making  the  probable  total 
expenditure    in    1915    about   $850,000. 

NEW  JERSEY 

During  the  fiscal  year  ending  October  31,  1914,  the  total  ex- 
penditure of  state  funds  in  New  Jersey  amounted  to  about 
$1,238,000.  Of  this  amount  about  $558,000  was  expende,d  from 
public  road  funds  and  the  balance  from  the  motor  vehicle  fund. 
As  these  amounts  represent  the  state's  share,  or  40  per  cent, 
of  the  total  cost,  the  total  expenditure  for  state  aid  work  may 
be  estimated  at  something  over  $3,000,000. 

NEW  MEXICO 

According  to  the  available  information,  the  total  expendi- 
ture for  road  work  in  New  Mexico  in  1914  was  about 
$526,400,  of  which  $364,400  was  furnished  by  the  counties, 
the  balance  being  furnished  by  the  state.  In  1913  a  state 
bond  issue  of  $500,000  was  authorized  but  to  within  a  few 
weeks  ago  had  not  been  sold,  the  interest  being  fixed  at 
4  per  cent.,  and  the  bonds  having  to  be  sold  at  par. 

Leaving  this  bond  issue  out  of  consideration,  the  amounts 
available  for  1915  are  estimated  by  State  Engineer  James 
A.  French  as  follows:  State,  $191,000;  counties,  $329,000; 
total,  $520,000. 


NEW  YORK 

The  following  statement  from  the  review  published  m 
December  of  last  year  has  been  revised  and  includes  the 
data  on  work  in  New  York  in  1914  and  1915.     , 

In  1913  the  Legislature  released  $5,000,000,  and  in  1914  $10,- 
000.000  for  highway  construction  work  In  New  York  State. 
One-half  of  this  latter  amount  was  available  In  the  spring  and 
the  balance  on  Oct.  1,  1914.  The  amount  available  in  1915  is 
$10,000,000. 

Not  all  of  the  money  released  in  1913  was  actually  expended, 
but  the  major  part  of  It  was  obligated  by  contracts  put  under 
that  year,  and  entirely  exhausted  by  additional  work  adver- 
tised in  1914.  During  that  year  and  the  preceding  year  the 
department  put  under  contract  construction  work  totaling 
$15,000,000. 

In  addition  to  the  amounts  expended  for  construction,  the 
state  paid  out  approximately  $4,000,000  for  maintenance  work 
In    1914.      Both    the    funds    for    construction    and   maintenance 


ROADS 


11 


were  used  exclusively  on  state  and  county  highways.  To  help 
out  the  towns  of  the  state  in  keeping  in  proper  shape  the 
75.000  miles  of  town  highways  the  state  gave  $1,814,000  during 
the  year  1914.  The  towns  by  local  assessment  raised  nearly 
$3,000,000   to  help  out  their  roads. 


NORTH  CAROLINA 

The  following  table  prepared  by  Dr.  Joseph  Hyde  Pratt, 
State  Geologist  and  Secretary  of  the  State  Highway  Com- 
mission,   shows    the    expenditures    during    1914: 

MONEY    SPENT    ON    ROADS    DURING    1914. 

Special  Tax   $1,500,000 

Bond  Issues — $4,865,000,  of  which  about  one-half  was 

expended    2,430,000 

Value  of  convict  labor   (1,800   men) 360,000 

Value    of    free    labor 800,000 

Private    subscriptions    100,000 

Total     $5,190,000 

The  funds  expected  to  be  available  for  road  work  during 
1915  amount  to  $6,250,000,  divided  as  shown  in  the  follow- 
ing table: 

Special   Tax    $2,000,000 

Bond  Issues   3,000,000 

Value  of  convict  labor  (about  2,000  men) 400,000 

Value  of  free  labor 800,000 

Private    subscriptions    50,000 

By  Jan.  1,  1915,  coiinties  and  townships  in  North  Carolina 
had  voted  road  bonds  to  the  amount  of  $8,376,300,  of  which 
$777,000  worth  were  voted  during  1914. 


NORTH  DAKOTA 

According  to  State  Engineer  Jay  W.  Bliss,  exact  figures 
on  the  amount  of  money  expended  during  1914  are  not  at 
present  available.  It  is  estimated,  however,  that  the  total 
amount  used  for  road  and  bridge  work  during  1^14 
amounted  to  about  $2,365,000,  this  figure  including  $1,200,000 
of  taxes  worked  out  in  the  various  townships. 

The  1915  Legislature  appropriated  no  funds  for  the  con- 
struction of  state  roads  so  that  the  only  basis  for  esti- 
mating the  expenditure  in  1915  is  the  amount  expended  in 
1914.  It  is  probably  safe  to  assume  that  the  total  amount 
expended  during  the  current  year  will  not  be  far  from  the 
amount   expended   last   year. 

OHIO 

The  following  statement  by  State  Highway  Commissioner 
Clinton  Cowen  contains  the  available  data  on  work  in  Ohio 
in   1914-15: 

"Ohio's  highway  program  contemplates  the  improvement 
and  continual  maintenance  of  the  system  of  inter-county 
highways,  embracing  a  network  of  the  main  thoroughfares 
of  the  state  totaling  9,874  miles. 

"On  January  1,  1915,  the  several  boards  of  county  com- 
missioners had  filed  resolutions  covering  the  application  for 
improvement  of  8,359  miles  of  this  system. 

"In  1914  the  State  Highway  Department  supervised  the 
actual  expenditure  of  $3,482,834  for  construction  and  main- 
tenance on  this  system,  of  which  $1,855,250  was  state  funds. 
This  represents  the  constructioii  of  35.8  miles  of  brick,  37.2 
miles  of  concrete,  71.9  miles  of  macadam,  1.0  mile  of  gravel 
and  1.7  miles  of  graded  roadway,  a  total  of  147.6  miles.  The 
maintenance  expenditure,  $258,666.  covered  the  repair  and 
upkeep  of  scattered  portions  of  a  total  of  390  miles  of  state 
highways.  This  includes  repairs  and  reconstruction  on  83.6 
miles  of  standard  improvements  made  by  local  officials  on 
the  inter-county  system,  which  were  taken  over  by  the  state 
for   continual   maintenance. 

"In  1914  the  actual  work  placed  under  contract,  under  the 
supervision  of  the  State  Highway  Department,  was  as  fol- 
lows: 


j2  GOOD    ROADS 

,C«i«r«c«ion.  495  miles,  at  a  contract  price  of..  ^.877.300 

Rc«oa>tniclk>n.  46.7  miles,  at  a  contract  price  of  310,355 
Maintenance  and  repair,   force  account,   the   up- 

keep  of   38$  miles,   costing 218.6S9 

Total    cost  ?7.406.344 

-Ob  November  l.\  l^U.  ^"nio  had  1,143  miles  of  the  inter- 
comty  system  either  improved,  or  under  contract,  by  th.e 
State  Highway  Department.  There  are  appro.\iniately  5,000 
miles  of  old  improvements  on  this  system  in  need  of  recon- 

stfvctioii. 

The  State  highway  improvement  fund,  raised  by  a  0.5 
mill  levy  on  the  grand  tax  duplicate  of  the  state  netted 
93.35a000  in  1914.  The  levy  has  been  reduced  to  0.3  mill, 
which  on  a  greatly  increased  duplicate  will  produce  $2,- 
260.000.  This  means  an  actual  retrenchment  in  state  road 
fnnds  of  considerably  over  $1,000,000. 

"For  1915  the  Legislature  has  appropriated  the  following 
fnads: 
To  construct,  improve,  maintain  and  repair  inter- 

connty   highways    $2,043,763 

To  construct,  improve,  maintain  and  repair  main 

market    roads    370,053 

To   repair,   maintain,   protect,   police   and   patrol 

public    highways    556,305 

Total    $2,970,121 

OKLAHOMA 
.According  to  the  latest  advices  received  from  the  State  High- 
way Department,  the  toul  expenditure  for  roads  and  bridges 
during  1914  amounted  to  about  $4,250,000,  of  wliich  $3,000,000 
was  expended  for  roads  and  the  balance  on  bridges.  This  rep- 
resents work  done  by  the  local  units. 


July  3,  1915 


department,  including  amount  to  be  distributed  as  a  bonus 
to  townships  on  cash  tax  basis,  amount  to  be  expended 
for  purchase  of  toll  roads,  cost  of  operation,  Bureau  of 
Township  Roads,  Testing  Laboratory,  Automobile  Regis- 
tration Division,  and  maintenance  of  division  offices  and  ad- 
ministration   expense. 

"On  January  1,  1915,  the  sum  of  $214,292.49  only  was 
available  for  construction  and  maintenance,  to  which,  how- 
ever, has  been  added  the  receipts  from  automobile  regis- 
trations for  the  year  1915  up  to  June  1,  1915,  which  amounted 
to  $1,420,433,  practically  all  of  which  has  been  or  will  be 
used    for   maintenance    of   state    highway    routes. 

"During  the  above  year,  6,882  miles  of  state  highway 
routes  and  state  aid  roads  were  maintained  by  the  State 
Highway  Department;  snow  was  removed  from  1,928.54 
miles;  72.54  miles  were  oiled  with  asphalt  oil,  and  34  con- 
crete   bridges    constructed. 

"The  following  appropriations  available  for  the  two  fiscal 
years  commencing  June  1,  1915,  are  now  before  the  Gov- 
ernor  for  signature: 

"For  the  maintenance  and  improvement  of  state  highways, 
two  years,  $6,000,000. 

"For  the  payment  of  the  commonwealth's  share  in  the 
expense  of  "constructing  and  maintaining  state  aid  high- 
ways, two  years,  $500,000. 

"For  the  rebuilding,  repair  and  maintenance  of  the  Na- 
tional Road  in  the  counties  of  Somerset,  Fayette  and 
Washington,  two  years,  $100,000. 

"For  the  purchase  of  toll  roads  forming  part  of  state 
highway   routes,   $300,000. 

"For  distril)ution  as  bonus  deficiency  to  townships  on 
cash  tax  basis,  $1,500,000. 

"The  above  appropriations  are  to  include  and  not  be  in 
addition  to  automobile  registration  receipts  formerly  avail- 
able  to   the   State   Highway   Department." 


OREGON 

The  following  statement  relative  to  work  in  Oregon 
during  1914  has  been  furnished  by  Chief  Deputy  State 
Engineer  E.  L  Cantine: 

"The  department  had  available  $2,160,000  made  up  as 
follows:  County  bond  issues,  $1,335,000;  county  levies, 
$595,000;  state  appropriation,  $230,000. 

"The  work  undertaken  included  152  miles  of  grading,  10 
miles  of  two-course  concrete  16  ft.  wide;  4  miles  of  single- 
coarse  concrete  pavement  8  ft.  wide;  5  miles  of  asphaltic- 
concrete  pavement  (Topeka  specifications)  16  ft.  wide; 
2  miles  of  asphaltic  pavement  (Warrenite)  9  ft.  wide,  and 
the  building  of  some  35  steel  and  concrete  bridges.  All  of 
the  pavement  and  bridges  and  fully  80  per  cent,  of  the 
grading  were  completed  last  year." 

Regarding  1915  work,  Mr.  Cantine  reports  as  follows: 

"For  the  year  1915  there  is  available  for  new  work  only 
the  state  appropriation  of  $230,000.  This  amount  will  be 
tucd  in  assisting  the  various  counties  to  complete  the  work 
undertaken  last  season,  and  in  surveying  and  grading  27 
miles  of  new  road." 

PENNSYLVANU 

The  following  statement  relative  to  highway  work  in 
Pennsylvania  has  been  supplied  by  Chief  Engineer  W.  D. 
Uhler    of    the    State    Highway    Department: 

"During  the  calendar  year  of  1914  the  Pennsylvania  State 
Highway  Department  let  contracts  for  63,33  miles  of  new 
roads,  and  constructed,  reconstructed  or  resurfaced  296.69 
miles  of  same  by  its  maintenance  forces,  making  a  total 
construction  and  reconstruction  for  the  year  1914  of  360.02 
mile*.  Daring  the  year  funds  in  amount  $3,786,009.31  were 
available  for  construction  and  maintenance  work,  and 
(1.208.650.73   was   available    for   all    other   activities    of   this 


RHODE  ISLAND 

In  the  review  published  in  the  issue  of  December  5  there 
was  printed  a  statement  from  Irving  W.  Patterson,  En- 
gineer of  the  State  Board  of  Public  Roads,  according  to 
which  the  total  expenditure  by  the  board  during  1914  was 
placed  at  about  $150,000.  As  this  statement  was  made  late 
in  the  fall  it  may  be  taken  to  represent  practically  the  entire 
expenditure  during  the  year.  Mr.  Patterson  also  advised 
us  that  the  expenditures  by  the  towns  of  the  state  would 
probably  amount  to  about  $400,000  for  the  year,  making  the 
total    expenditure    in    the    state    about   $550,000. 

In  regard  to  work  in  1915,  Mr.  Patterson  reports  as 
follows: 

"Our  funds  this  year  are  limited  to  the  net  receipts 
secured  from  the  licensing  of  automobiles.  Estimates  of  what 
this  amount  will  be  vary  between  $175,000  and  $190,000. 
By  law  this  money  must  be  spent  for  maintenance,  although 
since  we  have  no  appropriation  for  office  expenses  the  total 
expense  of  operating  our  office  together  with  all  salaries 
except  for  the  salaries  for  the  five  members  of  the  board 
must  come  out  of  the  automobile  fund. 

"This  is  the  second  consecutive  year  that  our  funds  have 
been  limited  to  the  automobile  fund.  This  fund  is  alto- 
gether inadequate  for  our  maintenance  work,  since  we  have 
about  80  miles  of  old  water  bound  macadam  roads  which 
are  completely  worn  out  and  which  must  be  reconstructed 
in  order  to  secure  even  a  fair  road.  With  reconstruction 
according  to  modern  standards  ranging  from  $10,000  per 
mile  upward,  it  is  readily  to  be  seen  that  it  is  impossible  for 
us  to  make  more  than  a  very  small  showing  with  the  funds 
at  hand.  Oiling,  general  repairs,  including  patrolling  our 
roads,  and  office  and  engineering  expense  will  call  for  all 
of  the  money  which  we  have  for  our  use  in  1915,  and  as  a 
matter  of  fact  calls  for  much  more." 


July  3,  1915 


GOOD    ROADS 


13 


SOUTH  DAKOTA 


Regarding  road  work  done  in  1914  and  that  to  be  done 
during  the  current  year,  State  Engineer  Homer  M.  Derr 
of  South  Dakota  reports  as  follows: 

"The  total  amount  of  funds  expended  in  road  work  by 
counties  and  townships  during  1914  amounted  to  $1,421,501. 
The  total  levy  by  counties  in  1914  for  road  work  was  $579,- 
948.  I  have  just  been  informed  by  the  Secretary  of  State 
that  they  have  thus  far  collected  since  the  beginning  of  the 
fiscal  year,  July  1,  1914,  $18,133.18,  from  the  automobile 
fund,  and  they  estimate  that  at  least  $1,000  more  will  be 
collected  before  the  coming  1st  of  July.  As  this  is  only  one- 
eighth  of  the  total  amount  collected  by  the  state  from  auto- 
mobile licenses,  and  since  our  laws  provide  that  seven- 
eighths  of  that  fund  shall  be  expended  by  the  various 
counties   from   which   it   is   collected   in   road  building,   there 


to  from  30  to  40  ft.  and  the  elimination  of  the  usual  deep 
ditches  on  the  side  of  the  road.  During  the  year  the  30-mile 
entirely  new  link  of  the  Washington  to  Atlanta  Highway  was 
constructed  and  is  on  the  way  to  completion.  This  highr 
way  now  extends  entirely  across  the  state,  and  is  mam- 
tained  under  the  supervision  of  United  States  road  engi- 
neers. During  the  year  the  new,  well-constructed  highway 
from  Spartanburg  to  Asheville,  N.  C,  through  the  Blue 
Ridge   Mountains,   was   also  completed. 

"Three  townships  in  Chesterfield  County  have  issued  bonds 
for  road  purposes,  and  the  State  Legislature  has  authorized 
an  issue  of  $1,250,000  of  funds  for  public  highways  in  Rich- 
land County,  and  $960,000  for  the  same  purpose  in  Green- 
ville County.  Proposed  large  bond  issues  were  voted  on 
in  Anderson  and  Union  Counties,  but  in  each  instance  were 
voted  down  owing  to  the  fact  that  politics  became  mixed  up 
in   the   issues.     Before   the   State   Legislature   there   is   now 


County. 

Anderson 

Bedford     

Bledsoe    

Bradley     .... 

Cannon     

Carroll    

Claiborne  .  . . 
Cumberland  . 
Decatur     .... 

Dyer     

Fentress     .  . .  . 

Giles     

Grainger    .  .  .  . 

Hamilton     .  . 

Hancock     .  .  . 

Hardin     

Hawkins    . . . 

Haywood    .  . . 

Houston    . . . . 

Humphreys 

Jackson     . . . . 

James     

Lake 

Macon    

Marion     

Maury    

Monroe    

Morgan    

Overton 

Perry     

Putnam    . . .  . 

Robertson    . 

Scott    

Sevier     

Shelby    

Smith    

Stewart     ... 

Sumner    . . .  . 

Tipton   

Unicoi     

Union     

Washington 

Wayne     .... 

White    

Williamson 

Wilson     .... 


HIGHWAY  WORK  BY   COUNTIES  IN  TENNESSEE. 

1914   Work 


-1915  Work- 


Ex  penditures 


Roads. 

$10,000 

8,000 

98,000 

8,000 

7,500 


2,000 


6,000 
3,800 


650 
3,000 


45,000 
1,000 
2,929 
3,884 
6,500 

42,338 


1,200 


Bridges. 


$3,000 
2,000 
2,000 
1,500 

'  '5,000 
6,000 
2,000 


4,000 
1,200 


6,000 


5,000 
755 

2,400 
500 

'2,870 


940 
2,500 


11,000 

1,000 

14,000 

1,000 

45,000 

5,000 

251,500 

61,000 

6,000 

1,000 

5,000 

5,000 

25,000 

10,000 

2,200 

1,300 

25,000 

6,000 

5,711 

2,649 

14,000 

2,500 

10,000 

Total. 

$10,000 

11,000  ( 

100,000 

10,000 

9,000 

17,868 

5,000 

8,000 

2,000 

30,000 

5,000 

10,000 

5,000 

"650 
9,000 


a) 


Total  amount 

of  bonds 

voted. 

None 
None 
97,000 
25,000 
None 
None 
None 
None 
None 
None 

None 
None 

None 


Total 

Total  amount    amount  of 
available     bonds  voted 


10,000 


for  roads 
and  bridges. 

$120,000 

6,000 

70,000 

40,000 


None 
None 
None 
None 


372,000 
200,000 

'30,666 


12,000 

1,500 

150,000 

650 

6,000 

27,000 

10,000 

170,741 


None 

50,000 

None 

50,000 

1,755 

None 

5,329 

None 

5,400 

4,384 

None 

5,000 

6.500 

None 

7,500 

45,208 

None 

(b) 

None 

None 

(h) 

940 

None 

3,700 

14,500  (i) 

2,500 

None 

None 

None 

12,000 

None 

15,000 

None 

16,000 

50,000 

185,000 

130,000 

312,500 

None 

346,000 

7,000 

None 

6,000 

None 

5,000 

5,000 

None 

12,000 

35,000 

25,000  (i) 

45,000 

1,000 

(3) 

3,500 

None 

2,500 

25,000 

None 

35.000 

6,000 

None 

7,000 

8.360 

None 

16,500 

None 

(b) 

10,000 

None 

8,000 

and  to  be 

voted. 
$107,000 

None 

None 

None 

None 

None 
372,000 
200,000 

None 

None 
150,000  (c) 

None 
200,000 
150,000 
(d) 

None 
477,000  (e) 

None 


(f) 
None 
None 
None 
None 
None 

■  '('g')'  ' 

None 
None 
None 
None 
None 
None 
None 
None 
None 
3,000 
None 

None 
None 
None 
None 
None 
None 


(a)  From  $8,000  to  $11,000  spent  in  1914 — $6,000  to  $8,000  for  roads  and  $2,000  to  $3,000  for  bridges;  (b)  amount  available 
In  1915  about  the  same  as  that  expended  In  1914;  (c)  bonds  voted  for  a  north  and  south  road  through  the  county;  (d)  road 
bonds  will  probably  be  voted  this  year;  (e)  $27,000  in  bonds  already  voted;  (f)  road  and  bridge  bonds  will  probably  be  voted 
this  year;  (g)  road  bonds  may  be  voted  this  year;  (h)  "nothing  to  report";  (1)  bridge  bonds;  (j)  will  spend  more  in  1915 
than   was  expended   In   1914. 


will  be  further  available  for  such  purpose  (road  work  for 
1915)  about  $132,932,  making  a  total  available  of  about 
$713,880." 

SOUTH  CAROLINA 

The  following  report  on  work  in  South  Carolina  has  been 
furnished  by  E.  J.  Watson,  Commissioner  of  Agriculture, 
Commerce   and   Industries: 

"During  the  year  1914  approximately  $1,000,000  was  spent 
by  the  several  counties  in  that  state  in  road  construction 
and  maintenance.  Practically  every  dollar  was  expended 
upon  earth,  sand-clay  and  natural  cement  gravel  roads.  Dur- 
ing the  year  about  three  times  the  usual  mileage  of  improved 
roads  was  turned  out,  and  the  chief  characteristic  of  the 
new   work   has   been    the   broadening   of   existing   highways 


pending   a   state    highway    commission,    which    may    become 
law  at  the  session   in  January,   1916." 

TENNESSEE 

There  has  been  no  central  authority  having  charge  of  road 
work  in  Tennessee  nor  are  the  counties  obliged  to  make 
returns  to  any  state  official.  In  the  table  on  this  page  is 
presented  the  information  obtained  relative  to  work  in  those 
counties  from  which   reports  have   been   received. 

TEXAS 

Road  work  in  Texas  is  performed  by  the  counties  and 
there  is  no  state  highway  department  or  other  central  au- 
thority which  does  road  work  or  supervises  it.  No  returns 
are  made  by  county  authorities  to  a  central  authority  show- 


14 


GOOD    ROADS 


July  3,  1915 


what  is  done  and  for  that  reason  accurate  data  on  the 
of  work  done  are  not  available.  Many  of  the  coun- 
ties kave  voted  large  bond  issues  for  road  building  and  the 
reports  of  these  are  the  best  indications  of  what  has  been 
accompUshed. 

Fnoc  to  I9I3,  something  over  $11,000,000  in  bonds  had 
bee*  voted  for  road  building,  and  in  1913  the  sum  of  about 
$4.000t000  was  voted.  During  1914  bonds  wore  issued  for 
from  ^OOaOOO  to  $10,000,000  more  and  probably  about  75 
per  cent,  of  the  money  voted  was  expended  or  obligated. 

The  Texas  Good  Roads  Association,  one  of  the  most 
prominent  of  many  highway  organizations  in  the  state,  has 
taken  a  very  active  part  in  advocating  road  improvement 
and  the  issuance  of  bonds  for  highway  work.  Regarding 
I9JS  work.  Secretary  D.  E.  Colp  of  that  association  re- 
ports that  a  special  effort  is  being  made  to  bring  about  the 
voting  of  bonds  this  year  to  the  amount  of  $15,000,000. 

UTAH 
According  to  a  recent  report  from  State  Road  Engineer 
E.  R.  Morgan,  the  total  expenditure  by  the  State  Road 
Conunissioner  for  work  on  the  state  roads  during  1914  amounted 
to  $475J61.41.  He  also  states  that  it  is  estimated  that  during 
1915  there  will  be  expended  by  the  State  Road  Commission 
about  $750,000.  Additional  data,  showing  county  work,  will  be 
found  in  the  table  printed  below;  in  which  are  presented 
data  on  work  in  those  counties  from  which  reports  have  been 
received. 


"The  time  has  come,  even  for  the  small  state  of  Vermont, 
when  construction,  which  has  naturally  held  the  prominent 
place  for  the  past  ten  years,  has  to  yield  largely  to  the  vital 
question  of  maintenance.  Special  attention  is  being  given  in 
1915  to  this  feature  of  the  road  problem.  Road  officials  of 
the  towns  are  being  held  to  a  more  strict  accountability  on 
the  regular  means  of  maintenance,  while  the  plan  of  patrol, 
inaugurated  in  1913,  has  been  continued,  with  reasonably 
satisfactory  results.  The  problem  is  by  no  means  solved, 
but  the  present  method  is  as  well  adapted  to  the  existing 
circumstances  as  any  that  has  been  suggested.  The  patrol 
has  gained  in  popularity  because  of  the  noticeable  improve- 
ment of  the  roads  under  patrol,  and  because  of  the  finan- 
cial assistance  given  by  the  state  to  the  towns  under  this 
plan.  The  progress  has  been  as  follows:  1913,  10  routes — 
70  miles;  1914,  44  routes — 286  miles;  so  far  as  reported  to 
date  in  1915,  about  60  routes  covering  some  400  miles.  The 
average  cost  in  1914  was  about  $74  per  mile.  The  main- 
tenance fund,  from  which  the  expense  of  the  patrol  routes 
is  paid,  has  materially  increased  from  $25,000  in  1908  to 
about  $150,000  in  1914  and  about  $175,000  estimated  for 
1915.  Besides  the  patrol,  it  covers  assistance  to  the  towns 
in  their  regular  maintenance  of  all  their  state  roads  which 
usually  comprise  from  a  quarter  to  a  third  of  their  total 
mileage.  It  is  also  used  to  assist  villages  in  the  oiling  of 
the  state  roads,  to  overcome  the  dust  nuisance.  The  pay- 
ment to  the  towns  for  regular  maintenance  is  on  the  basis 
of  about  $10  per  mile  of  their  state  roads." 


County. 

Boxcldcr 

Caeb*  

Carbon    .. 

DsrU 

Pint*   

Rich    

Salt   LaJc* 
San  Joan  . 
BovIt    . . . . 
Sammlt    . . 
TooeU  .... 

Utak    

Wabar    . . . 


WORK 

BY    COUNTIES 

1  IN  UT.AH. 

.— — 1915   Work ^ 

1914 

Work 

Total 

A 

Total  amount 

amount  of 

Ex  peiidltures 

Total  amount 

available 

bonds  voted 

of  bonds 
voted. 

for  roads 
and  bridges. 

and  to  be 
voted. 

Roads. 

Brtdees. 
$10,000 

Total. 

$20,000 

$30,000 

None 

$30,000 

None 

26.235 

15,000 

41,235 

None 

30,000 

None 

11,316 

1,666 

12,981 

None 

31.000 

31.000  (a) 

22,360 

22,360 

None 

14,000 

None 

2,000 

2,000 
5,553 

None 
None 

5,000 

None 

176,828 

6,410 

182,238 

None 

200,000 

None 

7,000 

3,000 

10,000 

None 

12,000 

None 

7.298 

None 

8,494 

None 

30,000 

30,000 

None 

25,000 

None 

17,600 

1,600 

19,200 

None 

12,600 

None 

80,000 

None 

40,000 

None 

60,694 

5,000 

65,694 

None 

75,000 

None 

<a>    Road    bonds   already    voted. 


VERMONT 

The  following  statement  relative  to  work  in  Vermont  has 
been  furnished   by   the   State   Highway   Department: 

"For  1914  the  usual  type  of  road — gravel  and  gravel-tel- 
ford — was  built,  with  the  usual  expenditure  for  construc- 
tion and  an  increased  expenditure  for  maintenance  as  shown 
below.  The  same  plan  of  state  work  was  followed  in  im- 
proving the  worst  places,  no  matter  where  they  were  nor 
their  size,  providing  only  that  they  were  on  state  roads,  of 
which  there  are  4,000  miles  in  the  state  out  of  a  total  mile- 
age of  some  15,000.  About  $450,000  was  expended  for  con- 
struction. In  1913  some  $500,000  was  used,  as  an  additional 
$50,000  was  appropriated  for  supplementing  some  special 
features  of  the  work.  In  1915  there  will  be  some  $475,000 
expended,  as  $25,000  was  appropriated  for  special  work. 
The  plan  of  improving  the  worst  places,  rather  than  the 
building  of  continued  miles  of  road,  has  proven  for  Ver- 
mont the  most  satisfactory  plan,  and  it  has  opened  Vermont 
to  the  tourist  for  very  comfortable  traveling  from  one  state 
line  to  another  across  it.  The  mileage  improved  in  1914  is 
estimated  to  he  about  175  miles,  and  that  for  1915  about 
185  miles.  Town  line  signs  have  been  erected  on  the  state 
roads,  which  adds  materially  to  the  pleasure  of  traveling. 
This  year,  danger  signs  will  be  erected  on  all  public  roads 
•ome  500  ft  before  a  railway  crossing. 


VIRGINIA 

The  total  expenditure  for  work  under  the  supervision  of 
the  Virginia  State  Highway  Commission  in  1914  was  ap- 
proximately $1,500,000,  of  which  $500,000  comprised  the 
state's  appropriation  for  road  work.  In  addition,  a  largt 
amount  of  work  was  done  by  convicts.  During  the  year, 
about  850  miles   of  road  were  built. 

In  regard  to  future  work,  Stale  Highway  Commissioner 
G.  P.  Coleman  reports  as  follows: 

"The  last  Legislature  made  a  direct  appropriation  for 
this  department  for  the  year  1915  of  $411,000.  In  addition 
to  this,  we  receive  the  automobile  tax,  which,  for  this  year, 
will  amount  to  between  $135,000  and  $140,000,  making  a 
total  from  all  state  sources  of  approximately  $500,000.  In 
addition  to  this,  various  counties  and  districts  throughout 
the  state  have  issued  bonds,  from  which  source  there  is 
available  for  this  year,  approximately  $1,500,000.  making  a 
total  from  all  sources   for  this  year  of  $2,000,000. 

"At  the  present  time  we  have  34  convict  camps  distributed 
throughout  the  various  counties  of  the  state,  these  camps 
varying  from  40  to  65  men,  the  total  varying  from  1,800  to 
2,000  prisoners  employed  on  the  roads.  This  labor  costs 
the  state  to  clothe,  feed,  guard  and  otherwise  provide  for, 
a  little  over   S3   cts.   per   ten-hour   working  day. 

"Wc  h?vf  every  reason  to  believe  that  the  next  Legisla- 


July  3,  1915 


GOOD     R  O  A  D  S 


15 


ture  will,  if  possible,  increase  the  state's  appropriation  for 
construction,  and  in  addition  to  this  make  some  provision 
for  the  maintenance  of  the  roads  which  have  been  con- 
structed." 


$1,260,919.56  and  $693,447.66,  respectively.  The  expenditures 
by  counties  from  the  general  road  and  bridge  fund  and  the 
county  road  district  funds  are  estimated,  in  the  report,  to 
have  been  at  least  $8,000,000  during  the  two  years  preceding 


TABLE  SHOWING  THE  MILEAGE  OP  DIFFERENT  KINDS  OF    ROADS    BUILT 

HIGHWAY  OFFICIALS. 


DURING    1914,    AS    REPORTED    BY    STATE 


State. 


Alabama  (a)      

Arkansas     

Connecticut  (b)      

Delaware: 

Kent     County 

Newcastle   County.... 

Sussex   County 

Idaho    (c) 

Iowa    

Kentucky     

Louisiana  (d)     

Maine  (e)     

Maryland     

Massachusetts  (t)     

Montana     

New  Hampshire    

New    Jersey  (g) li 

New  Mexico 

New    York 

North    Carolina 

Ohio    (h) 

Oregon  (i)    

Pennsylvania  (J)     

Vermont     

Virg-inia    

Wisconsin     


5  ">■" 

Scso 
.l5.£ 


46.42 


3.00 


15.64 
4.48 


:2,248 
'5'.  6  4 


5.00 
12,83 


1.09 


to  .c 

P  '^  _ 

5  o  e 

2  'if 


1.00 
30.72 


2.00 

20.50 

8.25 

34.60 

'5.60 
9,902 

36Y.35 


22.68 


9.00 
1.97 


0.29 


0.50 


73.23 

200.00 

32.28 


1.41 


9SZ. 


5«o. 
ai>  c 


96, 
1. 


233, 


165. 
14. 


O  p  C 


D      1= 


27,00 


50(5) ■ 
35 


1,50 


26.95(8) 


00(5) 
00 


52.23 


■O 

•0 

Si 

^ 

0*^ 

> 

IS 

0 

0 

« 
CO 

OJ'O 

J=  c 

55 

583,83 

201.16 

39,54 

406.33 

191.94(1) 

1,800.00 

400.00 

175.00 

5.00 

65.00(2) 

52.25 

76.01 

134.05 

6.26(3) 

6.00 

19.00 

11.00(4) 

15.00 

10.00 

5.00 

10.00 

5.00(4) 

100.00 

15.00 

4.00 

5.00 

65,00 

3.30 

1.80 

3.00 

50.00 

50.00 

65.00 

66.50 

1.18(4) 

5.30 

227.30 

3,90 

1.60 

46.50 

72,62 

4.62 

22.20 

70.08 

30,76 

1.65 

18.08 

500.00(6) 

15.58 

119.73 

9,42 

500,802 

98,065 

264,539(7) 

357.00 

113.00 

1.24 

0.91 

405,46 

37.43(9) 

1,058.00 

188.00 
34.00 

37,00 
560.00 

1,270.00 

152.00 

17'5'66(11) 

292.'2"3 

..... 

2.00(10) 

104.00 

475,00 

152.00 

434.00(12) 

50.00(13) 

1,219.65 

213,84(14) 

330.20 

94.37(15) 

(a)  Built  by  state  aid  and  by  counties;  (b)  trunk  line  and  state  aid  roads  constructed  or  reconstructed  during  the 
period  from  Feb.  26,  1913,  to  Oct.  1,  1914;  (c)  state  highways;  (d)  state  aid  work;  (e)  includes  only  work  done  under  super- 
vision of  the  State  Highway  Department;  (f)  includes  state  road  and  "small  town"  work;  (g)  amounts  given  in  sq.  yds.;  (h) 
work  by  state  and  counties;  (i)  by  or  under  supervision  at-  State  Highway  Department;  (J)  includes  roads  constructed  by  con- 
tract and  roads  reconstructed  or  resurfaced  by  maintenance  forces, 

(4)    shell:    (5)    includes  concrete   both   with   and   with- 

-,f  mo,^.j(jam   with    bituminous   dressing  and    38,561    sq, 

,,     f  nr.    j^jjgg    Qf    asphalt    block 

and   "soil";    (13)    kind    not 
g,"   27,2   miles  shale,   4.15 


TABLE   SHOWING  THE  MILEAGE  OF  DIFFERENT  KINDS  OF    ROADS    TO    BE    BUILT    DURING    1915,    AS    REPORTED    BY 

STATE  HIGHWAY  OFFICIALS. 


«." 


o 


n 


sB       I?     ^       6"!    ill       *  E  ^«        I  w 

•l-l   ■    i|  II-    If      I  ^1       ^  5 

Arkansas     .,,,  3.00       ■  , .  ^^  30.00  ....        1,900.00  500.00  350,00  ,,,.  35.00(1) 

Delaware:  ■  iru-.^'jinjeif 

Kent    County 2.00  .  .  ■  ■  h-i^y-n,U,  30.00  6.00(2) 

Newcastle    County ...  ..T.          ....  (3)  

Idaho  (a)      -.      ■     Vi'r..-.  ....  400,00  25,00  ,,,,  ,.,,                   

Kentucky    5. 00  5.00  2.00           3.00  100.00  150.00  10.00(4) 

Louisiana     ,  .                                       .  .y...  ....  70,00  ,,,.  81,00  1,00(5) 

Maine  fb)     . ,.  ,  .  n.go  7,70  li50-  5,30  175,60  6.60              5.30                  

Montana    ....  .                    ....  1,000,00(6)          ,,,.                  ....  .... 

New     Jersey  (c) 786,328  56,792  6,315  5,600-            593,600  599,665  87,157(7) 

Oregon  (d)     ...  ..  .                 ....  ,.,.  31.00  ....  3.00  

Vermont    ....  ....  185.00  ....  ....  .... 

Virginia 5. 00  25  00  ....  125.00  450.00  150.00  400.00<8)  .... 

Washington    (e) 15.20(9)  16.50  .-.  .  .               83,00  10,00  

Wisconsin     ,,,,  43. 00  1,000.00  175.00(10)      270.00  81.00(11) 

(a)  State  highways;  (b)  includes  only  work  done  under  the  supervision  of  the  State  Highway  Department;  (c) 
amounts  given  in  sq.  yds,;  (d)  by  or  under  the  supervision  of  the  State  Highway  Department;  (e)  work  which  has  been 
placed  under  contract  since  April'l,  1915,  or  for  which  plans  have  been  completed  and  approved  by  the  State  Highway  Com- 
mission, 

(1)  Macadam  base,  gravel  top;  (2)  shell;  (3)  "only  a  few  miles";  (4)  "bituminous  carpet;"  (5)  shell;  (6)  estimated 
part  earth  and  part  gravel;  (7)  "macadam  with  bituminous  dressing;"  (8)  sand-clay  and  "soil;"  (9)  not  separated;  (10)  part 
classed  as  gravel-macadam;    (11)   includes  42  miles  of  "non-permanent  surfacing."  '      ' 


WASHINGTON 

According  to  the  fifth  biennial  report  of  the  State  High- 
way Department,  covering  the  period  from  Oct.  1,  1912,  to 
Sept.  30,  1914,  appropriations  for  the  two-pear  period  end- 
ing March  31,  1915,  were  made  as  follows:  Public  highway 
fund,  $1,954,367.22;  permanent  highway  fund,  $3,264,091.37. 
To   Oct,    1,    1914,    the   expenditures    from   those    funds    were 


the  date  of  the  report.  This  expenditure  is  exclusive  of 
amounts  expended  from  the  funds  previously  mentioned, 
those  from  county  bond  issues  and  the  sum  represented  by 
donation   work. 

Relative  to  future  work.  State  Highway  Commissioner 
William  R.   Roy  reports  as  follows: 

"For   the    biennial   period   beginning   April    1,    1915,    there 


16 


GOOD    ROADS 


July  3,  1915 


'ha*  been  appropriated  the  sum  o(  $1,937,985  for  state  high- 
way cooftnirtion  and  maintenance,  $145,357  of  which  is 
4c«)(«aied  to  be  used  in  maintenance  work.  For  the  con- 
•tmction  and  maintenance  of  permanent  highways  there 
has   been    appropriated,    for    the    same    period,    the    sum    of 

"Approximately  one-half  of  the  state  highway  appropria- 
(ioo  will  be  expended  or  obligated  during  1915,  the  balance 
daring   1916. 

~.\t  the  present  date,  the  State  Highway  Board  has  plans 
coonpleted.  and  contracts  already  let  or  being  advertised  for 
aboat  160  miles  of  highway  construction,  at  an  estimated 
cost  of  around  $700,000. 

"Activities  of  the  counties,  under  the  permanent  highway 
law  provisions,  have  been  marked  this  year,  and  at  the 
present  date  work  which  has  been  placed  under  contract 
since  April  I.  or  for  which  plans  have  been  completed  and 
approved  by  the  Highway  Commissioner,  stands  as  follows: 

"Gravel  roads,  83  miles,  $383,000;  macadam  roads,  10 
miles.  $65,000:  concrete  pavements,  16.5  miles,  $216,350; 
asphaltic  concrete  or  macadam  pavements,  15.2  miles, 
$206^5." 

* 

WEST  VIRGINIA 

.'Khhough  exact  data  on  the  expenditures  in  1914  in  West 
Virginia  are  not  available,  it  is  estimated  that  the  county  funds 
obtained  from  levies  for  1914  work  amounted  to  from 
$2j000.000  to  $2,500,000.  In  addition  to  these  funds,  there  was 
available  an  equal  amount  from  bond  issues  for  roads  and 
bridges. 

At  the  beginning  of  1915  it  was  estimated  that  the  total 
county  funds  from  levies  would  amount  to  about  $2,500,000, 
in  addition  to  which  there  would  be  other  funds  derived 
from  bond  issues. 

WISCONSIN 

According  to  data  furnished  by  the  State  Highway  Com- 
mission, the  total  expenditure  in  the  state  for  state  aid 
roads  in  1914  amounted  to  $3,928,501.02,  of  which  $2,315,- 
441.70  was  expended  for  work  classed  as  permanent  surfac- 
ing. Of  the  balance,  $1,188,660.81  was  expended  for  grad- 
ing; $295,000.72  was  expended  for  drainage,  and  $41,370.74 
was  expended  for  the  construction  of  surfaces  classed  as 
non-permanent.  The  remainder  was  expended  for  miscel- 
laneous items.  The  work  done  by  towns  outside  of  work 
under  the  supervision  of  the  State  Highway  Department 
costs  on  the  average  about  $3,000,000  a  year,  according  to 
State  Highway  Engineer  Hirst. 

To  these  figures  should  be  added  about  $800,000  for  state 
and  county  aid  bridges,  making  the  total  expenditure  for 
roads  and  bridges  in  the  state  approximately  $7,750,000. 

The  following  estimate  of  1915  road  work  has  been  fur- 
nished by  the  State   Highway  Commission: 

U*"i, ,,  Amount       Cost 

nraalnc.  mile* i  ooo        tsjio  nan 

MlM-«ll.n.ou..     Guard     Rail,     Rl«ht     if     wiy      '  J980.000 

W  »r.  n«arln«.  etc 72,000 

ronrrct*  culverts,   number   1.960  188.500 

Iroii   cuW.rtn.   number    3<3  ,o  600 

Repaired,    number    9]  4600 

Oihor    dralnaKc    atructurea    28000 

Non-I'ermanrnl  Kurfaclnira   '  ii  tVonn 

Ftrmmntnt   HurfaclnB:  J->.»uu 

Cruahcd  alone  macadam,  milea 270  820  000 

Cruahed  rravcl  macadam,  miles 68  145000 

uJ^,^^rk,X;t^^ ■::::::::::::::/::■■■,  »    Jg 

'"*'"'     13,225.600 

WYOMING 

The  following  statement  from  State  Engineer  J.  B.  True 
conuins  the  available  data  on  work  in  Wyoming: 

"The  amount  expended  on  the  roads  throughout  the 
entire  slate  during  the  year  of   1914  was  $426,447.90.     The 


estimated  amount  to  be  expended  during  the  year  of  1915  is 
$475,500.  To  this  will  be  added  $4  for  each  automobile  in 
the  state.  There  are  at  present  3,133  automobiles  registered; 
it  is  expected  that  before  the  end  of  the  year  there  will 
be  approximately  3.600.  Another  source  of  revenue  is  the 
inheritance  tax.  The  amount  of  this  1  have  been  unable 
to  get. 

"We  estimate  that  there  are  15,500  miles  of  main  traveled 
roads,  of  which  probably  50  per  cent,  are  crowned  and 
drained.  The  remainder  are  merely  trails  on  which  prac- 
tically no  work  has  been  done.  There  are  practically  no 
roads  in  this  state  which  are  gravel,  or  improved  in  a  like 
manner." 


Formula  for  the  Crown  of  Pavements 

In  the  article  "Pavement  Widths  and  Crowns"  by  H.  J. 
Fixmer,  Division  Engineer  in  Charge  of  Paving,  Board  of 
Local  Improvements,  Chicago,  111.,  printed  in  the  issue  of 
June  5,  a  mistake  appeared  in  Formula  1  on  page  231.  This 
formula  is  for  use  in  determining  pavement  crowns  in  con- 
nection with  the  constants  given  in  Table  III  in  the  ar- 
ticle referred  to.     The   formula  was  printed  as  follows: 

C  =  WF 
where 

C  ^  crown,  in  inches. 

W  .=  width  of  roadway,  in  feet. 

F  =  a  constant. 

The  value  of  "C"  should  be  in  feet,  the  formula  being  as 
follows: 

C  =  WF 
where 

C  =  crown,  in  feet. 
W  =  width  of  roadway,  in  feet. 

F  =  a  constant. 


The  Government  Good  Roads  Exhibit  at  the 
Panama-Pacific  Exposition 

The  Office  of  Public  Roads  of  the  United  States  Depart- 
ment of  Agriculture  has  in  the  Machinery  Palace  of  the 
Panama-Pacific  Exposition  at  San  Francisco.  Cal..  what  is 
said  to  be  the  most  comprehensive  road  exhibit  ever  shown 
by  the  office.  The  exhibit  is  intended  to  stimulate  road 
building  and  to  encourage  better  methods  of  construction 
and  maintenance. 

The  location,  drainage,  aesthetics,  construction  and  main- 
tenance of  roads  is  illustrated  by  models  one-twelfth  actual 
size.  A  miniature  crushing  plant  and  a  power  roller  are 
shown  in  actual  operation  and  there  are  models  illustrating 
the  construction  of  reinforced  concrete  bridges  and  culverts. 
Enlarged  photographs  and  lantern  slides  show  the  economic 
effect  of  good  reads. 

One  of  the  most  interesting  features  of  the  exhibit  is  a  set 
of  six  models  showing  the  development  of  stone  road  l)uild- 
ing  from  the  Roman  period  to  the  present   time. 

The  exhibit  was  prepared  in  Washington.  D.  C,  the  models 
being  made  by  W.  H.  Hendley  and  an  assistant  under  the 
immediate  direction  of  J.  E.  Pennybacker,  Chief  of  the 
Division  of  Road  Economics.  The  work  required  about  six 
months  to  complete.  M.  O.  Eldredge,  the  Special  Agent 
in  charge  of  the  exhibit,  gives  lectures  on  road  building 
daily  in  the  government  lecture  room  in  the  Liberal  Arts 
Palace. 


Carrollton.    O.       The    oomMotlon     nf^  thi     ^^tr^oP   RO'id    to   West 
recently  at  WashlnKton  ^rnnfrton,   Va.,  was  incorporated 


July  3,  1915 


GOOD    ROADS 


17 


Directory  of  State  Highway  Officials 


III  accordance  with  the  plan  followed  in  printing  the  review 
which  appeared  in  1914,  there  are  presented  in  the  following 
paragraphs  the  names  and  titles  of  the  chief  highway  officials 
in  each  state.  For  those  states  which  have  no  highway  depart- 
ments the  names  given  are  those  of  the  officials  of  the  state 
government  most  directly  concerned  with  the  administration  of 
road  work.  In  a  few  states  there  are  no  officials  having  any 
connection  with  road  work,  and  under  the  names  of  such  states 
are   short  explanatory  paragraphs. 

In  general  the  addresses  of  the  officials  and  engineers  of  the 
state  highway  departments,  with  the  exception  of  division  or 
assistant  engineers,  are  the  same  as  that  of  the  department.  In 
some  special  cases,  however,  other  addresses  are  given  for  some 
of  the  officials. 

ALABAMA 

State  Highway  Commission,  Montgomery :  Robert  E.  Spra- 
gins,  Chairman;  John  Craft,  Julien  Smith;  Dr.  Eugene  A. 
Smith  (State  Geologist)  ;  G.  N.  Mitcham  (Professor  of  Engi- 
neering, Alabama  Polytechnic  Institute). 

State  Highway  Engineer,  W.  S.  Keller;  Assistant  State  High- 
way Engineer,  R.  P.  Boyd. 

ALASKA 

Board  of  Road  Commissioners,  Valdez :  President,  Lieutenant- 
Colonel  W.  P.  Richardson,  C.  E.,  U.  S.  A.;  Secretary  and  Dis- 
bursing Office,  Lieutenant  L.  A.  Kunzig,  U.  S.  A. ;  Engineer 
Officer,  Lieutenant  Glen  E.  Edgerton,  C.  E.,  U.  S.  A. 

ARIZONA 

State  Board  of  Control,  Phoenix :  Ex-officio,  Governor  George 
W.  P.  Hunt  and  State  Auditor  J.  C.  Callaghan ;  Chas.  R. 
Osburn,  Secretary. 

State  Engineer,  Lamar  Cobb. 

Office  Engineer,  T.  F.  Nichols. 

Chief  Clerk,  E.'P.  Adams. 

Division  Engineers:  J.  S.  Barlow,  J.  C.  Ryan,  F.  G.  Twitchell 
and  Frank  R.  Goodman. 

ARKANSAS 

State  Highway  Commission,  Little  Rock;  William  B.  Owen, 
Commissioner  of  State  Lands,  Highways  and  Improvemrnts, 
ex-officio  Chairman;  A.  S.  Kilgore;  Thomas  Burress;  Ben 
Spires,  Deputy  Commissioner  of  State  Lands. 

Secretary,  M.  F.  Dickinson. 

State  Highway  Engineer,  H.  R.  Carter. 

CALIFORNIA 

State  Highway  Commission,  Sacramento :  Charles  D.  Blaney, 
Chairman;  Xewell  D.  Darlington;  Charles  F.  Stern. 

Secretary,  Wilson  R,  Ellis. 

State  Highway  Engineer,  Austin  B.  Fletcher;  First  Assistant 
Highway  Engineer,  George  R.  Winslow ;  Second  Assistant  High- 
way Engineer,  Lester  H.  Gibson. 

Attorney,  Charles  C.  Carleton;  Purchasing  .Agent,  H.  L.  War- 
ren; Chief  Accountant,  John  H.  Small;  Geologist,  Clarence  B. 
Osborne;  Chief  of  Right  of  Way  Department,  George  B.  Har- 
rison. 

Division  and  Assistant  Division  Engineers :  Division  1— F.  G. 
Somner,  Division  Engineer,  Willits ;  F.  W.  Haselwood,  Principal 
Assistant  Engineer,  Willits.  Division  2— T.  A.  Bedford,  Divi- 
sion Engineer,  Dunsmuir;  R.  H.  Stalnaker,  Principal  Assistant 
Engineer,  Dunsmuir;  H.  S,  Comly,  Assistant  Division  Engineer, 
Dunsmuir.  Division  3— W.  S.  Caruthers,  Division  Engineer. 
Sacramento;  T.  E.  Stanton,  Jr.,  Assistant  Division  Engineer. 
Sacramento;    S.   S.    Stahl,   Assistant   Division    Engineer,   Sacra- 


mento. Division  4 — A.  E.  Loder,  Division  Engineer,  San  Fran- 
cisco; R.  K.  West,  Principal  Assistant  Engineer,  San  Francisco. 
Division  5— W.  C.  Howe,  EHvision  Engineer,  San  Luis  Obispo; 
A.  A.  Peters,  Assistant  Division  Engineer,  San  Luis  Obispo; 
George  Mattis,  Assistant  Division  Engineer,  San  Luis  Obispo. 
Division  6 — J.  B.  Woodson,  Division  Engineer,  Fresno;  D.  W. 
Chamberlain,  Assistant  EHvision  Engineer,  Fresno.  Division  7 — 
W.  L.  Clark,  Division  Engineer,  Los  Angeles;  S.  V.  Cortelyou, 
Assistant  Division  Engineer,  Los  Angeles;  W.  W.  Patch,  As- 
sistant Division  Engineer,  Los  Angeles. 

Advisory  Board:  Governor  Hiram  W.  Johnson;  J.  J.  Dwyer, 
President,  State  Board  of  Harbor  Commissioners ;  F.  W.  Hatch, 
General  Superintendent  of  State  Hospitals;  W.  F.  McClure, 
State  Engineer;  Messrs.  Blaney,  Darlington  and  Stern  (of  the 
commission),  appointed  members. 

COLORADO 

State  Highway  Commission,  Denver:  State  Highway  Com- 
missioner, T.  J.  Ehrhart ;   Secretary- Engineer,  J.  E.  Maloney. 

Advisory  Board,  Denver :  J.  M.  Kuykendall,  Chairman ;  L.  E. 
Curtis,  Vice  Chairman,  Colorado  Springs ;  Charles  R.  McLain, 
Canon  City;  C.  E.  Herr,  Durango ;  L.  Boyd  Walbridge,  Meeker. 

CONNECTICUT 

State  Highway  Commission,  Hartford :  State  Highway  Com- 
1  'ssioner,  Charles  J.  Bennett ;  I>eputy  Highway  Commissioner, 
kijiard  L.  Saunders;  Superintendent  of  Repairs,  W.  Leroy 
"Irich. 

Division  Engineers :  Robert  W.  Stevens,  Hartford ;  Elmer  C. 
Welden,  Willimantic ;  Carrol  C.  Campbell,  Middletown ;  George 
E.  iSmith,  New  Milford ;  Robet  S.  Hulbert,  Winsted ;  Orrin  W. 
Head,   New  Haven. 

Supervisors  of  Repairs:  Jedediah  Deming,  Hartford;  F".  W. 
Pratt,  West  Willington  R.  E.  Donnelly,  Bridgeport;  B.  A. 
Cooke,  New  Haven;  E.  P.  O'Brien,  Naugatuck;  H.  H.  Daven- 
port, Pomfret;  M.  F.  Mulville,  Norfolk;  D.  R.  Kane,  Deep 
River;  A.  C.  Innis,  New  Milford. 

DELAWARE 

Kent  County — County  Road  Engineer,  W.  Hart  Scott,  Dover. 

New  Castle  County — State  Highway  Commissioner  and  County 
Engineer,  James  Wilson,  Wilmington. 

Sussex  County — County  Road  Engineer,  Morgan  T.  Gum, 
Georgetown. 

DISTRICT  OF  COLUMBIA 

Engineer  Department:  Engineer-Commissioner,  Major  Charles 
W.  Kutz,  U.  S.  A. 

Chief  Clerk,   Daniel  E.  Garges. 

Surface  Division :  Capt.  W.  D.  A.  Anderson,  Assistant  to 
Engineer-Commissioner,  in  charge ;  Engineer  of  Highways,  C. 
B.  Hunt ;  Superintendent  of  Streets,  H.  N.  Moss ;  Superinten- 
dent of  Suburban  Roads,  L.  R.  Grabill ;  Engineer  of  Bridges, 
D.  E.  McComb;  Superintendent  of  Street  Cleaning,  J.  W.  Pax- 
ton  ;  Inspector  of  Asphalts  and  Cements.  J.  O.  Hargrove ;  Sur- 
veyor, M.  C.  Hazen ;  Superintendent  of  Trees  and  Parkings, 
Trueman   Lanham. 

Assistant  Engineers :  J.  W.  Dare,  G.  V.  Rector,  A.  S.  Fennell, 
W.  W.  Curtiss,  A.  S.  Fernald,  E.  G.  Emack,  O.  B.  Magruder, 
T.  J.  Powell  and  S.  J.  Gass. 

FLORIDA 

A  law  providing  for  a  State  Road  Department  consisting 
of  five  members,  has  recently  been  passed  by  the  Florida 
Legislature.  Up  to  the  time  of  going  to  press,  however,  no 
information  had  been  received  relative  to  appointments. 


18 


GOOD    ROADS 


July  3.  1915 


GEORGIA 

Tbrrr  is  iio  crnlral  authority  having  charge  ut  read  wurk  in 
Gcorjim.  Th*  Prison  Commission  has  su|HTvision  over  the  state 
coavkts  wiio  are  used  on  roail  work.  thouKh  the  coinniissinn 
exercises  no  anthorily  over  the  work  done  hy  the  prisoners. 
In  the  past,  both  the  Prison  (.'omniission  and  the  (Geological 
IVpanmenl  have  collected  data  on  road  work  in  the  slate. 

Prison  Commission,  .\tlania :  (."hairinau,  R.  F-".  Davison:  T.  E. 
Patterson;  E.  I_  Rainey;  Thomas  P.  Stanley,  Highway  Sn|K>r- 
tisor  (appointed  hy  the  Prison  Commission). 

Suie  Geokiftical  IV|>artment.  Atlanta:  S.  W  .  McCallie.  State 
Geologist;  J.  K.  Brantly,  .\ssistant  Geologist:  H.  K.  Shearer, 
.\tsistant  Slate  Geologist;   Edgar  Everhart.  Chemist. 

IDAHO 

Mate  Highway  Commi-ssion.  Hoisc :  U .  .\.  Hrodhead,  Chair- 
man :  K.  .\.  \'an  Sicklin ;  Secretary  of  State  George  R.  Harker, 
Secretary. 

Sla'r   lti,..t.>i:.v    l-'iigincvr.  li.  il.   Itooth. 

ILLINOIS 

State  Highway  Commission,  Springfield :  .\.  I).  Gash,  Presi- 
dent; S.  E.  Rradl.  Secretary:  James  P.  W  il-son. 

Chief  Stale  Highway  Engineer,  \V.  \V.  Marr:  Assistant  Stale 
Highway  Engineer,  P.  C.  Mc.Ardle:  Road  Engineer.  II.  E.  Bil- 
grr;  Bridge  Engineer.  C.  OWer;  .Vssi.stant  Engineers,  R.  H. 
Picpmeier  and  G.  F.  Burch ;  Testing  Engineer,  F.  L.  Roman ; 
Chief  CTerk.  J.  M.  McCoy. 

Dirision  Engineers:  H.  M.  Hushnell.  .\urora:  K.  L.  Bell. 
Paris:  H.  E.  Surman.  Rock  Island:  .\.  II.  Hunter,  Peoria:  Fred 
Tarrant.  Springfield;  C.  M.  Slaymaker,  Fjtst  St.  Ix)uis:  J.  E. 
Huber,   Marion. 

INDIANA 

Stale  Highway  Coniniission  (for'investigation),  Indianap- 
olis: President,  .\ddison  C.  Harris.  Indianapolis:  Thomas 
Taggart.  Indianapolis;  \V.  H.  O'Brien,  Lawrenceburg;  Leon- 
ard B.  Clore,  La  Porte;  Prof.  R.  L.  Sackett,  Purdue  Univer- 
sity, Lafayette:  Secretary.  Luke  W.  Duffey. 

.Advisory  Commission:  First  District,  Lewis  Taylor,  New- 
Imrg:  Second  District.  E.  R.  Cumings,  Bloomington;  Third 
District.  .\Ibert  P.  Fenn.  Tell  City:  Fourth  District,  I.  Newton 
Brown.  Franklin:  Rfth  District.  William  \\  Franklin.  Danville: 
Sixth  District,  Maurice  Douglas,  llatrock:  Seventh  District, 
C.  .\.  Kenyon.  Indianapolis:  Eighth  District,  John  H.  Rether- 
ford.  .Muncie:  Ninth  District,  D.  F.  .\faish,  Frankfort,  and  J.  G. 
Short.  Hilbboro;  Tenth  District,  .Michael  Duffey.  l-'owler;  Elev- 
enth District.  William  Jones.  F'airmount,  and  Oliver  Kline. 
Huntington ;  TweKth  District.  George  V.  Kcll,  l-ort  Wayne; 
Thirteenth   District,  .\aron  Jones.  South  Bend. 

IOWA 

Stale  Highway  Commission,  .\mes:  Commissioners:  A.  Mars- 
ton.  Chairman;  J.  W.   Holdeu:.H.  C.  Beard. 

Highway  Engineer.  Thomas  H.  .Macdonald;  Designing  Engi- 
neer. C.  B.  .McCullough:  Field  Engineer.  F.  R.  White;  Office 
Engineer.  J.  H  .Ames:  Engineer  in  Charge.  Educational  Depart- 
ment. J.  S.  Dodds:  Engineer  in  Charge  of  Safe  Crossings 
llepartment.  E.  Williams. 

Chief  Clerk.  ,\nnie  I^urie  Bowcn. 

District  Fjigineers;  District  1.  C.  C.  Coykendall.  Ames:  Dis- 
trict 2.  U.  H.  Root.  Mason  City;  District  3.  W.  i:.  Jones,  Ames; 
District  4.  I..  M.  Martin.  .Atlantic. 

KANSAS 

'»ff>ce  of  Suie  Fjigincer.  Kansas  State  .Agricultural  OjUcge. 
Manhattan;  State  Engineer.  W.  S.  Gearhart:  Drainage  and 
frrigalinn  Fjigineer.  H,  B.  Walker. 

AsMstani  Engineers:  A    R.  Ij)sh,  C.  T.  Felps  and  AV.  J.  King. 


KENTUCKY 

Department  of  Public.  Koads,  Frankfurt:  Commissioner  of 
Public  Roads,  R.  C.  Terrell:  Bridge  Engineer  R.  Wiley;  First 
.Assistant  Highway  ICngineer,  R.  H.  Reese;  .Assistant  Bridge 
I-'ngineers,  J.  l'".  Grimes  and  W.  J.  Carrel :  .Assistant  Engineer, 
W.  L.  .\IcI>>'er;  Division  Engineers,  M.  D.  Ross,  T.  B.  Webber, 
Lewis  T.  Haney  and  Walter  K.  Rowe :  Engineer  of  Tests.  O.  V. 
Terrell :  Chief  Clerk,  J,  M.  Kendall. 

LOUISIANA 

Board  of  Stale  luigineers,  Higliway  Dcpartinent.  Xevv  Orle- 
ans: State  Highway  Engineer,  W.  K.  .\tkinson :  .Assistant 
Engineer,  Charles  M.  Kerr :  Engineer  of  Construction  and 
-Maintenance,  Lewis  T.  Gilmer;  Secretary,  Charles  K.  Wood: 
Ortice  Engineer,  C.  G.  Cappel ;  Draftsman.  K.  G.  Sandoz. 

Resident  Engineers:  T.  S.  Shields,  Baton  Rouge;  II.  T. 
Richardson,  Hammond;  l\'.  C.  Daigre,  Shreveport:  A.  1).  Lam- 
bert, Covington;  W.  H.  Norckauer,  Baton  Rouge:  E.  J.  C. 
Burroughs,  Jena;  C.  .A.  Spencer,  Belcher:  J.  L.  Wheless,  Cov- 
ington; H.  H.  flolloway.  Baton  Rouge:  W.  P.  Reymmul.  Jr., 
I^fayette:   L.  J.   Daigre,   Minden. 

MAINE 

Stale  lligliway  Commission,  .Augusta:  Pliilip  J.  Deiriiig. 
Chairman:  Wm.  M.  .Ayer;  b'rank  .A.  Peal)ody. 

Chief  Engineer,  Paul   D.  Sargent. 

.Assistant  Engineers:  P.  L.  Hardison,  in  Charge  of  State 
Aid;  L.  D.  Barrows;  L  W.  Barbour:  \V.  T.  Allen;  G.  F.  H. 
Bragdon;   H.   H.   Dole. 

MARYLAND 

State  Roads  Commission,  Baltimore :  Ex-Officio,  Governor 
Philips  Lee  Goldsborough ;  Chairman,  O.  E.  Wcller :  .\ssistant 
to  Chairman,  Frank  .A.  Zouck;  Thomas  Parran ;  John  M.  Ferry: 
J.    I'rank   Smith:   Andrew   Ramsay:    Walter   B.    Miller. 

Secretary,   \\illiam   .A.    Marcy. 

Chief  Engineer,  Henry  G.  Shirley:  luiginecr  of  Surveys,  John 
N.  Mackall :  .Assistant  Engineer,  B.  F,  I  larrison. 

Resident  Engineers :  R.  W.  Owens,  Washington.  D.  C. :  W.  F. 
Childs,  Jr.,  Salisbury;  Gault  Applcgarth,  Chestertown :  L.  T. 
r>owney,  Cumberland;  C.  A.  Tenney,  Frederick;  C.  S.  Gale. 
Washington,  D.  C. ;  E.  H.  Wroe,  Baltimore:  E.  Friesc,  Bal- 
timore. 

Maintenance   Engineer,    A.   1".   Shurc,   Baltimore. 

MASSACHUSETTS 

Highway  Commission,  I'.oston :  Chairman,  Wm.  D.  Sohier: 
I'Vank  D.  Kemp :  James  W.  Synan. 

Secretary,   Frank  I.   Bieler. 

Chief  Engineer,  Arthur  W.  Dean;  First  Assistant  Engineer, 
.Andrew  M.  Lovis. 

Division  Engineers:  C.  H.  Howes,  Greenfield:  J.  A.  Johnston. 
Springfield;  V.  C.  Pillsbury,  Boston:  W.  R.  Farrington,  Middle- 
boro. 

MICHIGAN 

State  Highway  Department,  Lansing:  State  Highway  Com- 
missioner, Frank  F.  Rogers;  Deputy  State  Highway  Commis- 
sioner,  Leroy  C.   Smith. 

Bridge  luigincer,  C.  V.  Dewart. 

Office  Engineer,  W.  S.  Cumming. 

Chief  Draftsman,  H.  L.  Brightman. 

District  Engineers:  L.  H.  Belknap,  Lansing;  Wm.  W.  Cox, 
Kalamazoo;  L.  H,  Neilsen,  Cadillac:  R.  W.  Roberts,  Saginaw; 
K.  I.  Sawyer,  Escanaba;  L.  D.  Townsend,  [.ansing. 

MINNESOTA 

Stale  Highway  Commission,  St.  Paul:  C.  M.  Rabcock,  Chair- 
man; F.  B.  Lynch;  Clarence  L  McNair. 

Secretary  and   State  Engineer,   George  W.   Cooley. 

Deputy  Engineers;  Roads,  John  H.  Mullen;  Bridges,  Carl 
E.  Nagel. 

Chief  Clerk,   S.   C.   Notestein. 


)uly  3,  1915 


GOOD     ROADS 


19 


MISSISSIPPI 

There  is  no  central  authority  having  charge  of  road  work  in 
this  state. 

MISSOURI 

State  Highway  Department,  Jeflfcrson  City:  hVank  VV.  Huffum, 
State  Highway  Commissioner;  E.  W.  Sheets,  Deputy  State 
Highway  Commissioner. 

MONTANA 

State  Highway  Commission,  Helena:  Ex-Officio,  State  Engi- 
neer A.  \V.  iMahon;  L.  D.  Conklin. 

Secretary  and   Highway  Engineer,   George   R.   Metlen. 
Bridge  Engineer,  C.  A.  Kyle. 

NEBRASKA 

State  Board  of  Irrigation,  Highways  and  Drainage,  Lincoln: 
Governor  John  H.  ^ilorehead,  President ;  Attorney  General  Wil- 
lis E.  Reed ;  Commissioner  of  Public  L^ids  and  Buildings  Fred 
Beckmann, 

State  Engineer,  George  E.  Johnson ;  .-Vssistant  State  Engineer, 
VV.  D.  J.  Steckelberg. 

NEVADA 

There  is  no  central  authority  having  charge  of  road  work  in 
this  state. 


Resident  Engineers;  Division  1,  E.  J.  Howe,  Lowell  Gross- 
man and  John  R.  Kalley,  Poughkeepsie ;  Division  2,  Charles  T. 
Fisher,  Albany,  and  .\.  S.  Mirick,  Plattsburg;  Division  3, 
Thomas-  J.  Schoenlaub,  VVatertown ;  Division  4,  Roy  F.  Hall, 
Utica;  Division  5,  R.  E.  Miller,  and  Arthur  Richards,  Assistant 
1-ngineer;  Division  6,  R,  J.  Marcher,  Syracuse;  Division  7, 
James  E.  Kelley,  Rochester;  Division  8,  Richard  V.  Collings, 
Hornell;  Division  9,  Charles  M.  Edwards,  Buffalo,  and  Geo.  T. 
Keith,  Olean. 

NORTH  CAROLINA 

State  Highway  Commission,  Raleigh :  Chairman,  Governor 
Locke  Craig;  Secretary,  State  Geologist  Dr.  Joseph  Hyde  Pratt; 
Benehan  Cameron ;  \V.  C.  Riddick  ( Professor,  North  Carolina 
Agricultural  and  Mechanical  College);  T.  F.  Hickerson  (Pro- 
fessor,  University  of   North   Carolina);   Guy   V.   Roberts. 

State  Highway  Engineer,  VV.  S.  Fallis. 

Highway  Engineers:  D.  Tucker  Brown,  Greensboro;  R.  E. 
Snowden,  Snowden ;  R.  P.  Coble,  Sanford;  R.  T.  Brown,  Lex- 
ington; Wythe  M.  Peyton,  Spruce  Pine;  J.  Roy  Pennell,  Snow 
Hill;    Ira   B.   Mullis,   Lumherton ;    S.   B.   Howard,   Henderson. 

NORTH  DAKOTA 

State  Highway  Commission,  Bismarck:  Governor  L.  B. 
Hanna;  C.  A.  Grow,  Minot;  Secretary,  State  Engineer  Jay 
W.   Bliss. 


NEW  HAMPSHIRE 

State  Highway  Department,  Concord  :  Acting  State  Highway 
Commissioner,  F.  E.  Everett. 

Division  Engineers:  F.  W.  Brown,  Concord;  W.  A.  Grover, 
Dover;  F.  H.  Colburn,  Concord;  H.  L.  Smith,  Lakeport ;  C.  M. 
Brooks,  Keene;  C.  H.  Chandler,  Whitefield;  O.  M.  James, 
Northwood   Narrows ;   C.  P.  Riford,   Concord. 

Chief  Clerk,  C.  C.  Howe. 

NEW  JERSEY 

Department  of  Public  Roads,  Trenton :  State  Commissioner 
of  Ptiblic  Roads,  Col.  Edwin  A.  Stevens ;  State  Highway  Engi- 
neer, Robert  A.  Meeker. 

Division  Engineers :  E.  M.  Vail,  Plainfield ;  Edward  E.  Reed, 
Trenton ;  Lloyd  McEntire,  Trenton ;  Roy  Mullins,  Collingswood. 

NEW  MEXICO 

State  Highway  Commission,  Santa  Fe :  Chairman,  Governor 
Wm.  C.  McDonald ;  Secretary,  Land  Commissioner  Robert  P. 
Ervien ;  Engineer,  State  Engineer  James  A.  French. 

NEW  YORK 

State  Commission  of  Highways,  Albany :  State  Commissioner 
of  Highways.  Edwin  Duffey;  First  Deputy  Commissioner,  H. 
Filing  Breed;  Second  Deputy  Commissioner,  Fred  W.  Sarr; 
Third   Deputy  Commissioner,  Benjamin  J.  Rice. 

Secretary.   Irving  J.  Morris. 

Secretary  to  the  State  Commissioner  of  Highways,  James 
T.  Taaffe. 

Supervising   Engineer,   E.   A.   Bonney. 

Headquarters :  S.  D.  Gill)ert,  Auditor ;  l>>ank  R.  Pennock, 
Assistant  Secretary;  Harry  P.  Condon,  Cliief  Clerk;  John  H. 
Richardson,  Claim  Agent ;  Frank  A.  Hermans,  Engineer  of 
ISridgcs ;  F.  W.  Burleigh,  Chief  of  Bureau  of  Tests ;  Jo  ;ph 
E.  Meyers,  Chemist ;  Mark  W.  Nelson,  Assistant  to  First  ^  -viiiy 
Commissioner ;  R.  VV.  Baker,  Assistant  to  Second  Deputy  Com- 
missioner; Fred  Buck,  Assistant  to  Third  Deputy  Commissioner. 

Division  Engineers :  Division  1,  Bertrand  H.  Wait,  Pough- 
keepsie ;  Division  2,  H.  O.  Schermerhorn,  Albany ;  Division  3. 
Theron  M.  Ripley,  Watertown ;  Division  4,  James  H.  Sturde- 
vant,  Utica ;  Division  5.  Howard  E.  Smith,  Binghamton ;  Divi- 
sion 6,  Charles  J.  McDonough,  Syracuse ;  Division  7,  Perry 
Filkin.  Rochester;  Division  8,  Frederick  Steele  Strong,  Hor- 
nell ;  Division  9,  William  M.  Acheson,  Buffalo. 


OHIO 

State  Highway  Department,  Columbus:  State  Highway  Com- 
missioner, Clinton  Cowen;  Deputies:  H.  M.  Sharp  (Construc- 
tion), A.  H.  Hinkle  (Maintenance  and  Repair)  and  J.  R.  Cham- 
berlin   (Bridges). 

Chief  Clerk,   H.   L.   Hastings. 

Secretary,   Marmion   L.   Freeman. 

Division  Engineers:  D.  W.  Seitz,  Nicholas  Koehler,  T.  T. 
Richards,  W.  G.  Smith,  Tracy  Brindle,  John  Laylin,  Harwood 
Lersch  and  H.  D.  Bruning. 

Engineers:  Frank  E.  Withgott,  Arch.  W.  Smith,  Paul  K. 
Scheidler,  Glenn  R.  Logue,  R.  N.  Waid,  J.  R.  Burkey,  J.  W. 
Graham  and  R.  K.  Speidel. 

Testing  Engineer,  A.  S.  Rea. 

OKLAHOMA 

State  Highway  Department,  Oklahoma  City:  State  Commis- 
sioner of  Highways,  Sidney  Suggs;  Assistant  State  Commis- 
sioner of  Highways  and  Secretary,  Walter  S.  Gilbert;  Highway 
Engineer,  A.   H.   Collins,  Tulsa. 

OREGON 

State  Highway  Commission,  Salem:  Governor  James  Withy- 
combe;  Secretary  of  State  Ben  W.  Olcott;  State  Treasurer 
Thomas  B.  Kay. 

Advisory  Board:  S.  Benson,  Portland;  J.  H.  Alberts,  Salem; 
Leslie  Butler,   Hood  River. 

State  Engineer,  John  II.  Lewis  (head  of  Highway  Depart- 
ment) ;  Chief  Deputy  State  Engineer,  E.  I.  Cantine;  Auditor, 
G.  Ed.  Ross;  Assistant  Engineers,  Howard  W.  Holmes,  Salem, 
and  Lyman  Griswald,  Portland ;  Resident  Engineer,  E.  F. 
Ayres,   Sherwood. 

Division  Engineers :  VV.  M. ,  Peters,  -Vstoria ;  F.  A.  Kittredge, 
Siskiyou;  J.  A.  Elliott,  Hood  River;   C.  C.  Kelly,  Rainier. 

PENNSYLVANIA 

State  Highway  Department,  Harrisburg :  State  Highway  Com- 
missioner, Robert  J.  Cunningham;  First  Deputy  Commissioner 
(in  charge  of  Bureau  of  Township  Highways),  J.  W.  Hunter; 
Second  Deputy  Commissioner,  George  H.  Biles. 

Chief  Engineer,   William   D.   Uhler. 

Bridge   Engineer,  Willis  Whited. 

Chief  Clerk,  H.  W.  Fry;  Statistician,  W.  R.  D.  Hall;  Auditor, 
VV.  R.  Main. 


20 


GOOD    ROADS 


July  3,  1915 


'  \<*isUM  En«in»*r»:  P.  M.  Tebbs.  Scranton:  A.  W.  Burk, 
Sioi«stown;  A.  S.  CUy.  Bloomsburg;  H.  W.  Gaybaugh,  Frank- 
Hb:  W.  F-  Crwsman.  PhiUdclphia;  W.  A.  Van  Duzcr.  \ork; 
W  R.  WoMmger,  Harrisburg  C.  W.  Hardt.  Harrisburg;  S.  W. 
I.ck»n.  Pittsborgh;  J.  T.  Gcphart.  Jr.  (Acting  Engineer). 
AnenM)«t.:  C  S.  Lemon.  Hollidaysbirg ;  W.  D.  Meyers.  Clear- 
held:  T.  C.  Frame.  Warren;  A.  B.  Gray.  Washuigton;  J.  S. 
Rhcfaey.   WelUboro. 

AaaatuK   NJaintenance    Engineer.  J.   T.  Gephart,  Jr. 

MiiwiiBinrr  Engineer,  Bureau  of  Township  Highways,  W.  A. 

Wyna.  .    ,-.•  * 

Soperintendent   of    Asphakic   Construction    and    Director    ot 

Experimenul  Laboratory.  T.  J.  Keane. 

RHODE    ISLAND 

Sttte  Board  of  Public  Roads.  Providence:  Chairman,  John  F. 
Rkbmood;  Secretary.  William  C.  Peckham;  Benjamin  F.  Rob- 
iuon:  Abram  U  Atwood;  Frank  Cole. 

Clerk.  Peter  J.  Lannon. 

Oiief  Engineer.  Irving  W.   Patterson. 

SOUTH  CAROLINA 
Department  of  .\griculture.  Commerce  and  Industries,  Colum- 
bia:  Commissioner.  E.  J.  Watson;  Clerk.  M.  J.  .Miller. 

SOUTH  DAKOTA 

State  Highway  Commission.  Pierre:  Chairman,  E.  C.  Issen- 
hatii.  Redtield;  SecreUry.  Ben  M.  Wood.  Rapid  City;  N.  O. 
Ifonterud,   Humboldt. 

Sutc  Engineer,  Homer  M.  Derr. 

TENNESSEE 

A  law  establishing  a  State  Highway  Commission  was 
paMcd  by  the  19IS  Legislature.  Up  to  the  time  of  going  to 
prcM  no  advices  as  to  appointments  had  been  received. 

TEXAS 

There  is  no  central  authority  having  charge  of  road  work 
in  this  state. 

UTAH 

State  Road  Commission,  Salt  Lake  City:  Chairman.  William 
Spry;  Vice  Chairman,  R.  R.  Lyman;  Jesse  D.  Jewkes;  William 
Peterson;  W.  D.  Beers. 

Sttte  Road  Engineer  and  Secretary,  E.  R.  Morgan. 


.Assistant  State  Highway  Commissioner,  C.  B.   Scott. 

Bridge  Engineer,  C.  D.  Snead;  Assistant  Engineer,  D. 
McDonald. 

.\ssistant  Engineers:  W.  V.  Cocke,  Richmond;  F.  D.  Henley. 
Richmond;  A.  H.  Pettigrew,  Bristol;  S.  L.  von  Gcmmingen, 
Lynchburg. 

County  Engineers :  M.  L.  .Appleton,  Houston ;  C.  L.  Scott,  Jr., 
Waynesboro;  A.  F".  Brown,  Danville;  W.  F.  Anson,  Lebanon; 

B.  ,S.  Crawford.  Marion;  G.  W.  Scott,  Big  Stone  Gap;  W.  B. 
Deneen,  Boydton;  G.  A.  Martin,  Tazewell;  E.  R.  Cocke,  Jr., 
Gate  City. 

Resident  Engineers:  E.  F.  LaPrade,  Onley;  J.  L.  Cresap, 
Washington.  D.  C. ;  G.  E.  Lemmon,  .Arrington;  J.  D.  Faunt- 
leroy,  .Mexandria;  S.  J.  Sadler,  Uwrenceville ;  B.  R.  Cowherd, 
Jr.,  Petersburg;  F.  H.  Murray,  Newport  News;  G.  C.  Applcton, 
Warrenton;  C.  S.  Mullen.  Richmond;  W.  I.  Lee,  Harrisonburg; 
S.  C.  Liggett.  Gordonsville ;  V.  von  Gemmingen,  Victoria;  J.  J. 
Wright,  Vienna. 

WASHINGTON 

State  Highway  Board,  Olympia:  Chairman,  Governor  Ernest 
Lister;  Secretary,  State  Highway  Commissioner  W.  R.  Roy; 
Ex-Officio,  State  Treasurer  Edward  Meath;  State  Auditor  C. 
W.  Clausen;  Charles  A.  Reynolds. 

Highway  Department:  State  Highway  Commissioner,  W.  R. 
Roy;  Assistant  State  Highway  Commissioner,  Thos.  G.  Bush; 
Chief  Engineer,  James  Allen;  Right  of  Way  Agent,  Chas.  L. 
Dufault;  Principal  .Assistant  Engineers,  C.  R.  Ege  and  H.  W. 
Pettijohn. 

Assistant  Engineers:  F.  K.  Ausfahl.  C.  D.  Ball,  H.  W.  Boetz- 
kes,  W.  L.  Bowen,  H.  J.  Doolittle,  J.  A.  Earley,  Robert  F. 
Foster,   R.   M.   Gillis,   C.   F.   Healey.   Hans   Mumm,   l.   C.   Otis, 

C.  H.  Packer,  F.  H.  Richardson,  Chas.  I.  Signer,  R.  B.  Thomas 
and  P.  W.  Williams. 


WEST  VIRGINIA 

State  Road  Bureau,  Morgantown :  Chief  Road  Engineer,  A. 
Dennis  Williams ;  Dean  of  the  College  of  Agriculture  and  Direc- 
tor of  Experiment  Station  (at  present  vacant);  A.  H.  Gray; 
J.  William  Lynch. 

Bridge  Engineer,  Dr.  Roland  Parker  Davis;  Assistant  Bridge 
Engineers,  Lawrence  Lee  Jemison,  Joseph  Shields  Miller  and 
Earl  Lazier  Miller. 

Chief  Chemist,  Bert  Holmes  Hite. 

Clerks,  Bessie  Catherine  Scott  and  Charles  Clifton  Gill. 


VERMONT 

State  Highway  Department,  Franklin:  State  Highway  Com- 
■unioncr,  Stoddard   B.  Bates. 

County  Highway  Supervisors :  Addison  County,  J.  E.  But- 
tolph.  Middlebury;  Bennington  County,  J.  I-  Davis,  Manchester 
Center;  Caledonia  County,  M.  M.  Stocker,  Danville;  Chittenden 
County.  M.  E.  Carpenter,  Charlotte;  Essex  County,  G.  G. 
Temple.  Lunenburg:  Franklin  County,  J.  C.  Towle,  Enosburg 
Falls;  Grand  Isle  County.  State  Highway  Commissioner  Stod- 
dard B.  Bates,  f'ranklin ;  Lamoille  County,  G.  A.  Barrows,  Mor- 
rifrille:  Orange  County.  M.  C.  Flanders,  Tunbridge;  Orleans 
County,  A.  B.  Cobleigh.  West  Derby;  Rutland  County,  C.  F. 
WtlKs.  Rutland:  Washington  County.  R.  S.  Currier,  Barre; 
Windham  County,  D.  T.  Perry,  Brattleboro;  Windsor  County, 
M.  C.  Noye*.  Sharon. 

VIRGINIA 
Sttte  Highway  Commission.  Richmond :  State  Highway  Com- 
misMoner.  George  P.  Coleman:  Wm.  M.  Thornton  (Dean,  Engi- 
neering Department.  University  of  Virginia) ;  R.  B.  H.  Begg 
( Enginccrtng  lAcpartment,  Virginia  Polytechnic  Institute);  Col. 
T.  A.  Jones  (Professor  of  Civil  Engineering.  Virginia  Military 
lostttnte). 


WISCONSIN 

State  Highway  Commission,  Madison :  Commissioners :  John 
A.  Hazelwood,  Chairman ;  W.  O.  Hotchkiss,  Secretary ;  F.  E. 
Turneaure ;  John  S.  Owen ;  J.  H.  Van  Doren. 

State  Highway  Engineer,  A.  R.  Hirst. 

Bridge    Engineer,    M.    W.    Torkelson ;    Engineer    of    Surveys, 

A.  L.   Luedke;   Chief  Inspector,  J.   T.   Donaghey;   Chief  Clerk, 
William  Dawson. 

Division  Engineers :  F.  M.  Balsley,  Madison ;  W.  M.  Conway, 
Green  Bay;  J.  E.  Gillespie,  Grand  Rapids;  W.  C.  Buctow,  La 
Crosse;  S.  P.  Hall,  Eau  Claire;  F.  M.  Sergeant,  Ashland. 

Assistant  Engineers:  H.  D.  Blake,  Madison;  G.  H.  Nickell, 
Waukesha ;  D.  E.  Dodge,  Madison ;  A.  E.  Kringel,  Green  Bay ; 
F.  F.  Mengel,  Grand  Rapids ;  T.  M'.  Reynolds,  La  Crosse ; 
W.  M.  de  Berard,  Waukesha ;  Gordon  F.  Daggett,  Madison. 

WYOMING 

There   is   no   central   authority   having  charge   of   road   work 
in  the  state. 
State  Engineer,  James  B.  True ;  Deputy  State  Engineer,  Albert 

B.  Bartlett ;  Assistant  State  Engineer,  C.   D.   Shawver. 


July  3,  1915 


GOOD    ROADS 


21 


Statistics  on  Paving  in  Cities  of  the  United  States 


In  the  several  tables  forming  the  larger  part  of  this  article 
are  presented  statistics  on  street  paving  work  done  in  leading 
cities  of  the  United  States  in  1914  and  on  similar  work  planned 
for  the  current  year.  The  figures  have  been  obtained  from  the 
city  engineers,  superintendents  of  streets  or  other  officials  having 
charge  of  street  work  in  about  500  cities. 

In  order  to  secure  this  data,  inquiries  were  sent  to  the  author- 
ities having  charge  of  street  work  in  all  of  the  cities,  towns  and 
villages  of  the  United  States  of  over  5,000  population— a  total 
of  upwards  of  1,200.  The  returns  as  they  were  received  were 
transferred  to  the  tables  printed  herewith,  which  explains  the 
apparent  lack  of  order  in  the  reference  marks  referring  to 
footnotes  for  the  several  tables. 

Tal)le  I  shows  the  total  amounts  and  costs  of  pavements  laid 
in  1914  and  laid  or  to  be  laid  in  1915  in  the  various  cities; 
Tables  II-A  and  II-B  show  the  amounts  and  costs  of  each  of 
several  kinds  laid  in  1914,  and  Tables  III-A  and  III-B  are 
similar  to  II-A  and  II-B  but  are  for  1915.  Tables  IV  to  XII, 
inclusive,  show  the  methods  of  construction  followed  for  various 
kinds  of  pavements  in  the  different  cities,  and  Table  XIII  shows 
the  prevailing  prices  of  labor  and  materials  in  different 
localities. 

While  the  greater  part  of  the  information  collected  can 
readily  be  shown  in  tabular  form,  certain  special  features  can 
not  be  indicated  in  the  tables.  So  far  as  possible,  these  spe- 
cial points  have  been  covered  by  marks  referring  to  footnotes 
printed  at  the  end  of  each  table.  In  other  cases  a  footnote 
to  cover  the  point  involved  would  be  too  lengthy  and,  there- 
fore, recourse  has  been  had  to  more  extensive  notes,  which 
should  be  read  in  connection  with  the  tables.  These  notes  are 
referred  to  by  the  reference  mark  (r),  which  appears  fre- 
quently in  most  of  the  tables,  and  which  appears  in  the  foot- 
notes for  each  table,  as  follows:  "(r)  See  notes  on  Table  — ." 
For  instance,  the  reference  mark  (r)  in  Table  I  against  a 
return  from  any  particular  city  refers  to  the  paragraph  on  that 
city  under  the  caption   "Notes  on  Table   I." 

The  figures  given  by  the  city  officials  have  been  taken  from 
the  blanks  and  transferred  to  the  tables  without  change, 
except  in  some  few  cases  of  obvious  errors  in  notation,  and, 
therefore,  some  discrepancies  will  be  noted.  For  instance,  it 
may  be  that  the  total  amount  of  paving  laid  in  1914  in  a  cer- 
tain city  as  indicated  by  the  figures  in  Table  I  will  not  cor- 
respond exactly  to  the  total  amount  of  paving  laid  in  that 
city  as  obtained  J)y  adding  the  figures  for  each  different  kind 
given  in  Tables  II-A  and  II-B.  With  the  large  number  of 
cities  which  replied,  it  has  been  found  impossible  to  check  all 
of  the  returns  and  make  the  necessary  inquiries  to  correct 
these  errors  where  errors  were  found.  It  is  believed,  how- 
ever, that  none  of  the  discrepancies  of  this  kind  are  serious. 
NoteH  on  Table  I. 
Los  Angeles,  Cal. — Data  given  for  fiscal  year  ending  July  1, 
1914. 

Danbury,  Conn. — No  new  worl<  scheduled  for  1915.  About 
112,000  will  be  expended  for  repalr.s. 

Meriden,  Conn. — Costs  of  pavement  laid  in  1914  given  as  fol- 
lows: Brick,  $2.50  per  sq.  yd.;  reinforced  concrete,  without 
bituminous  topping,  $1.25  to  $1.32  per  sq.  yd.;  wood  block,  $3.04 
to  $3.32  per  sq.  yd.;  costs  including  foundation  but  not  grading. 
Tallahassee,  Fla. — City  proposes  to  do  considerable  paving 
and  curbing,  but  exact  amount  not  yet  determined. 

Des  Moines,  la. — Cost  includes  incidental  work  but  not 
grading. 

Fort  Madison,  la. — See  Tables  II-A  and  II-B. 
Baltimore.  Md. — Work  under  Jurisdiction  of  the  Paving  Com- 
mission. In  addition  the  Paving  Commission  joined  the  City 
Engineer's  Department  by  paying  a  portion  of  the  cost  of  lay- 
ing about  11,285  sq.  yds.  of  sheet  asphalt  and  granite  block 
paving. 

Brookline.  Mass, — Costs  of  pavement  laid  in  1914  given  as 
follows:  Bitulithic,  $1.61  per  sq.  yd.;  bituminous  macadam,  45 
to  80  cts.  per  sq.  yd.;  water  bound  macadam,  45  cts.  per  sq.  yd.; 
all  prices   including  grading  but  not  foundation. 


Needham,  Mass. — Costs  of  paving  laid  in  1914  given  as  follows: 
Bituminous  macadam,  62%  cts.  per  sq.  yd.;  gravel,  35  cts.  to  45 
cts.    per    sq.    yd.;    costs    including    foundation    but    not    grading. 

Minneapolis,  Minn. — Total  cost  not  given;  see  unit  cost  of 
each  particular  kind  of  pavement. 

Anaconda,  Mont.— Eight  blocks  of  asphaltlc  concrete  pave- 
ment contracted  for. 

Great  Falls.  Mont. — Costs  of  1914  work  given  as  follows: 
Gravel-Bltulithic,  $1.81  cts.  per  sq.  yd.;  concrete  without  bitu- 
minous topping.  $1.25  per  sq.  yd.;  water  bound  macadam.  35 
cts.  per  sq.  yd.;  costs  including  foundation  but  not  grading. 
No  cost  given  for  wood  block. 

Livingston,  Mont. — Will  probably  lay  about  25,000  sq.  yds. 

Kearney,   Neb.— See   Tables   II-A   and   II-B. 

Keene,  N.  H.— Amount  laid  reported  too  small  to  be  taken 
into  account. 

Summit,  N.  J. — See  Table  II-B. 

New  York,  N.  Y.,  Borough  of  the  Bronx.— Amount  depends 
upon  petitions  from  property  owners  and  cannot  be  given  in 
advance. 

Solvay,  N.   Y. — See  Table  II-B. 

Zanesvllle,   Ohio. — Probable   amount. 

Hanover,  Pa. — Yardage  given  includes  11,000  sq.  yds.  of  War- 
renite  built  under  state  aid. 

Philadelphia.  Pa. — Amount  of  work  to  be  done  in  1915  cannot 
be  estimated.  The  total  amount  available  for  all  kinds  of  work 
done   under   the   supervision   of   the   Bureau   amounts   to   about 

$7,900,000. 

Scranton,  Pa. — Figures  given  for  pavements  to  be  laid  in  1915 
include  contracts  awarded  to  May  11;  additional  contracts  will 
be  awarded  later. 

Pawtucket,  R.  I.— In  1914  laid  9,235  sq.  yds.  of  pavement  and 
also  1.05  miles;  see  Tables  II-A  and  II-B  for  details. 

Charleston,  S.  C. — Only  unit  prices  given;  see  Tables  II-A 
and  II-B. 

Aberdeen,  Wash. — Only  unit  costs  given;  see  Tables  II-A 
and  II-B. 

Charleston,  W.  Va. — Data  not  available  at  present.  City  is 
making  about  $485,000  worth  of  street  improvements. 

Notes  on  Table  II-A. 

Los    Angeles,    Cal, — See    note   for    Table    I. 

Hartford,  Conn. — Sheet  asphalt  laid  comprised  19,000  sq.  yds. 
of  resurfacing  and  19,290  sq.  yds.  of  new  work.  The  work  was 
done  by  contract  at  the  price  given  in  table.  In  addition,  there 
was  laid  5,330  sq.  yds.  of  street  railway  area  work,  the  cost  of 
which  is  not  included  in  the  price  given.  Concrete  with  bitu- 
minous topping  done  by  city  labor. 

Baltimore,  Md. — Work  under  jurisdiction  of  Paving  Commis- 
sion only.  Contract  prices  as  follows:  Sheet  asphalt  paving, 
average  exclusive  of  unusual  bids,  $1.22  to  $1.95  per  sq.  yd.; 
sheet  asphalt  repaving,  $1.80  per  sq.  yd.;  concrete,  $1.17  per 
sq.  yd. 

Boston,  Mass. — Bituminous  concrete  comprised  25,861  sq.  yds. 
on  a  concrete  foundation  costing  $1,375  per  sq.  yd.  and  15,335 
sq.  yds.  on  an  old  macadam  foundation  costing  $0,896  per  sq. 
yd.,    both    costs    Including    grading. 

Minneapolis,  Minn. — Bituminous  concrete  laid  in  1914  includes 
15,704  sq.  yds.  of  new  work,  at  $1.49  per  sq.  yd.,  the  cost  includ- 
ing a  5-in.  concrete  base,  and  26,918  sq.  yds.  of  resurfacing  on 
an  old  stone  block  pavement  at  a  cost  of  85  cts.  per  sq.  yd. 

Kansas  City.  Mo. — Bituminous  macadam  laid  includes  27,700 
sq.  yds.  of  resurfacing  on  an  old  base. 

Reno,   Nev. — Asphalt  pavement   was  resurfacing   work. 

Buffalo,  N.  Y. — Sheet  asphalt  laid  in  1914  comprised  74,595 
sq.  yds.,  costing  $263,238;  4,730  sq.  yds.  of  sheet  asphalt  on  an 
old  base,  costing  $13,950,  and  136,376  sq.  yds.  of  asphalt  repaving. 
costing  $444,850.  The  prices  are  contract  prices  and  Include 
grading  and  some  incidental  work. 

New  York.  N.  Y..  Borough  of  Manhattan. — Cost  includes  in- 
cidental work,  but  usually  not  grading,  streets  being  to  grade 
when  paving  operations  take  place. 

New  York,  N.  Y.,  Borough  of  Queens. — Bituminous  macadam 
laid  by  department  labor. 

Schenectady,  N,  Y. — Sheet  asphalt  included  7,286  sq.  yds.  "sand 
filled"   at   $2.00   per  sq.   yd.,  and   63,173  sq.  yds.   of   "stone   filled" 
at  $1.50  per  sq.  yd.,  both  costs  being  the  total  cost. 
[Notes  Continued  on  Page  47.] 


GOOD    ROADS 


July  3,  1915 


tc    u 


.-^      -^ 

^^^^.^ 

..-«..-N.*K 

y-^ 

.^ 

j-s 

O.'^O-'-' 

,-^ 

HH^ 

^w5 

Kfta 

be 

& 

X 

55^  « 

»< 

taoo   • 

■o®o 

OOO     ' 

.«   .   .' 

.     -o     • 

•  o 

w©"3  • 

•  ©   ■ 

•-•oo    * 

io    ' 

•  O^O 

oo©    • 

.«e    .    • 

■    •©    • 

■  © 

OOOW   rt     * 

.©   • 

e*©^©_  ; 

•  us«© 

©o©    • 

.00    .    . 

•    •©    • 

•  © 

r^"i-'EH  : 

•  ©    ■ 

c^o'e^   I 

:.-^*»«s 

©'oo©*   I 

•00     •     • 

!«   '. 

1*" 

"9       : 

;o   '. 

«c«^   , 

:«2w 

001000      . 

;©   1   * 

.   ."s   . 

.** 

lH           4) 

.N      . 

i  si     » 


2l 


OO©  lU      ^  •?■ 

©©©•O  "Jt-  2  ♦-• 

©"i-Ts^'o©     5  2 
tn  ^  o  ^  /%     ^  *- 


w    „       '00 


o  c 

-;  o 


oooo 

OOO  © 

OOO© 


J! 

O 

:S3^ 

■t-©M 
•00©t- 


bfiwa 


3SS 

S 

ss  s 

&C 

Oi-i©      • 
©t-©      ■ 

©rtiiS     • 

•o 

.  00  ©  C-*     • 

.00©^'<71      • 
.COM        SO      ■ 

■<£) 
•00 
■N 

oitc"io<?jo©^'.r 
(M  O  ^.  CO  iO  ©  ©  '«  .-1 

;         ■*     00    . 

!<6 

■©00        r-* 

C^l              iH  <M  O  *  « 

S     SE 


6£S 


©rt,H. 


^.   zs 


"<-,  -,  us   <   «MW^  fl,00«^ 

©00©  CC    .  C^*      wtoCo© 


©  ©  O  O  M  C-l  C 
O  M  C  O  lO  ^■ 
©  r-T-*  o'oo' 
CO  W-li-l 


*  Cfl   •  «  c 
u  x—  -,  >  :*• 


-5S 


c 


be  -  ~ 

t-T!  O 

JS  O  Stoig 

tn  E  =■*-*  ® 


yK~t 


i;  o  a  S  a^ 


-  -    .'  =  m  "    - 
o  Mg     - c  «  c 


.ri|5s 


c  c 

^1  */  M  J      .      . 

0  0."  —  "      - 


U 


K  cc 


3oSa 


X  c  nj  w 
■    -  "^  3 


C  C 

K  tn  O  o  "  r 

a  c  .2  ^  ^  ft. 


^£«oJ'g«=^g   -  o3j£j=o2:a;oS«='S.o  *t£o3?'r 


=  © 


bo       X  u 


©© 
©© 


CI         i-H  W 


•»o© 

00*00 


©© 

©© 
o© 
Ift  ©* 


«5  M 

o©    •  -o 

o  ©     •  -o 

©o    •  -o 


E    £    E 


o 


r.'iy. 


C    .©  CO 

O    •«0a> 


h4 

M 

ii  s 


C-(©00©  ., 

ti o'-'inci  ° 


S.         o 

0,4)  Do  H 

o  o  o. -o 


sg 

Ef 

,n«> 

o 

« 

=  ^r< 

w 

0  3 

^ 

?^0 

M 

a 

< 

M  -J^ 


rfiK^^ 

*-* 

a 

« 

,^ 

^tc 

,^ 

,-s 

an 

M 

be* 

a 

bo 

taoe 

•^ 
^ 

^5  • 

3 

w 

ioS 

r- 

.U3 

^M9 

ao©    • 

■M  S 

C0 

.W 

Mac 

©"^   '. 

•  <  • 
•>  • 

.  «o 

■^ 

—  **  . 

'  <  ! 

.t» 

1' 

HXg      "Ma  p. 

ww^         .^^  w 


5tH= 


M      •?©© 


oSoo© 
©5  o«© 

©      .©r"<© 

o'gc-roo'©" 

'""^         OSrH 


E     E 


EE    e 


v.- 


•«S    .Cm" 


B  2£  £ 

•CoCCC         tN'-.o— •©00  00    •«)    -Coo*. 


«o  r*  ®  0)  4) 
■'■  c  c  c 
I'  o  o  o 


00  o    .        . 


1)  1>  4)  CJ  4J 
B  C  C  C  S 
O  O  0  o  o 


£5    £B 


5 


I.  - 


a  s 


\--%l 


cc2 


'  «>  a 


■ 

.8  •= 


S-c 


B     . 


:=■;  - 


0_i 

C  I- 


:  s  * 


C  o 

a 


e 
e 

-  ? 
«■- 


s 

a 
e| 

c 


Qc: 


T  W  -^  DJ 


ni*Jh       -^<KP 


=?"  o  o 


g  e  .^  °  — fc,  0  •  S  «  °  °  ■ 
cs  "ooios  ~  afjzjzs:- 


lulv  3,  1915 


GOOD     ROADS 


23 


^  O 

->M  -^       ij        --^ 


bC&O 

>1 

a 

a>< 

H^iS 

X 

1^  « 

« 

>i  u 

aw  J^ 

!:i 

UiX     y. 

Z^5 

bimt,  ki 

5!;«. 

(^ 

X 

Olw 

ww4J  w 

oo 

■* 

■  o 

•lO     • 

oo 

o  oo 

.o 

•  ^CC 

•o 

•  o 

.HO   .O 

•N                   •     .     .      ■ 

.      '     'IrtOoSo 

•  ooo    • 

•OO      o 

oo    •    . 

•  o    •    • 

Ooi 

•  o 

.*#    . 

oo 

"«*ooo 

.o 

•o 

.o 

rHO^O 

•o                .    ■    .     ■ 

:  :        :  :=^==.h®. 

•^'.^'■^    ■ 

•  00  o      »o 

1(1  o^     • 

•©    •    • 

«OC3 

■o 

•  O)   • 

(MO 

"-I  ooo 

•®. 

•o 

.o 

o  o  ".  © 

•t-                   •      ■     .     ■ 

•212='  • 

•mo     « 

i-irt  O    • 

■  o    •   • 

o?^ 

o     -    -    - 

o*-i    -   . 

!o" 

'<*    * 

i-To 

-<£>■*  to 

'Hi 

".=«" 

"la 

cT-* -H  o 

"oo                 '     '     '     ". 

.    .             .    ,^^lo'■   o 

t-CMO      , 

;  <c  ©    .4 

cit-^*'    ■ 

'.^  '.  '. 

t-^lO 

.■* 

't-1 

<OiO 

|rH 

<M 

|(C 

iMCO        W 

IH           SC- 

■in 

.00©       Ift 

MCI©     • 

."*    .   . 

•MM 

^ 

*C— 

Ol 

1-1 

eo 

S    S    6 


S     6S 


o«o-<" 

tO"^ 

.Oeo 

.HlOOOOlO     • 

5rf» 

OJirt  ©  4) 

.©CO 

M  -i  <=>  "^  fi^      '     ■ 

=»rJ=. 

c;    ^.  c 

.o    • 

M        O 

0         NO 

■im' 

Vtotc     : 

?!        CO 

^    '-^?; 

c 

?        ?  sIe 

w                    w      ^c;--' 

©lAOO     s^e-ioo^in 

O       oOo)-^       OM          • 

0)    .    . 

©        ■^O  pOO        CO        ^ 

c   ■   ■ 

oj     T-To  o  eo     ©"      0 

o  :  • 

w«2;^     'H     /^ 

^  .  . 

o  0)  C) 

o  o  o 


BE   5    S 


ESSE 


■     »ai©© 


s  c 


©t-o© 

«C^'0© 
00       CO  o 


e 

Eg 

s 

73 

oc.t;<= 

•  laia 

■  ©la 

oo  Jo 
oo  Z° 

|»Hi-! 

M"eo  CM 

IcT 

"rnpso 

.<e 

bfibDfcDXX       O.      ><tiDft      S-!X«P. 


CD  1:0  00  OO  00  o 

t-t-  yjo  ©i-<  o, 
OJCOO  >— •  t— Oi  31' 


.oior-    -oo-^t— 00 
■"*  o  as    -©00  CO  t- 

'^10  CO    •eococ^j'^ 


•OMOO 

•  000  .-H 

•  000^ 


,-^.^,-s^        ,-^ 

,_^ 

S5S 

^^ 

,^ 

y— .^^'"''-N^-v 

/-s,^ 

bJ]b£tU]><       bjD 

X 

X 

a 

K  b£a>  X  >< 

^« 

£1 

.  t-  *^  00  0   1. 1-1 

•  o 

■OTlft  © 

.0   •   • 

0 

.eoiM£T'neo  '«' 
•  00  eo  r^  SD  t—  10 

•©Oi  t,      • 

.  us  (XI  CO  o^^© 

•  © 

■  ooc<io 

.0   •   • 

0 

.0000.—     . 

•  lot-'^o      eo 

•  o^ 

-00^© 

•CO     •     • 

w 

•coc- 

■  ©eo'io"©      t-" 

'us 

l^      CC 

'^    '.    '. 

!         "* 

*  oTt^  4)  Tf'co  W 

;         '.  © «»     ; 

_UitHCq.-l         CO 

.<c 

.«        r^ 

|N     ,      , 

■-""r^S-'C       • 

.  *« »' 

g-bitl 

M 

tie 

W(DO 

f-< 

•© 

U5tD© 

10 

*© 

^lOOO 

•© 

as"  00 

0' 

\ci 

OSrH 

00 

.10 

M  iH 


EgECB       E     B    ESS 

Ot--^ir50to<tfi  „'^Oio  .,-fi-tifflio 
©io^'oxco  5:t-:oM  i^inM-t-c^ 
00  t^    .  ■"■  CO  _:  CO  C      o    ■  C    •    •    •  00 

•M  co-r©^c-°  in 


■^2 


SE       ESSE 


Coo 
5  00- 


COC-i"       CO        o'MrH 


o-^' 


01 


ES     ES  E 


o  C    • 


ss 


OJ^OJ  .o^in  05  oeo    •©«©!«    •^eo-**'© 

CcoC  .-^-asC  ©.H-oC©-       C--»'00o 


fo. 


;s« 


^C  SaJOl^OCQt-'O 


°  ^  ^ 

O  u 


01 
.  0)   V 

3  C  o 


O  u  03 

C  C  o- 


'  sj  S  =^  c3  oj  o :::  5 


■§§.  g 


_,  o  ^-^  cJ 


^li 


«     c  c^ 


:|g§« 


■"  -rt  ^ 
0.2  4) 


c3  ►-,  -i,  «  O  3 


.4^  *j  ,X  ■"  o 


BOO 


E.SS.-^ 


c  c 


2  at, 

TJWH 


n—  N  aj  > 
CS  o  t..i 

iIBPQOi-I 


cs 


0,0  C>-  SCj,  c 
Oot-t-CtJO^iDOCOO 


©  ©O  ©00 
OlftOO'-r 

©10  ©o  ■^ 


©o 
©© 

©o 


C)  C-  ©      . 

loeoio© 


/^  a/- 


10  ©^ 


O©©  O'fi 
to  -ifO©  -J 


'0^-^ 

0 

01 

c 

(n'-^ 

aB 

£ 

>. 

0 

^ 

•©  ;,.H©t-© 

0 

■©   Q.       © 

© 
0 

c 

1  -0"  ^     <m" 

0 

0 

0 

a* 

^^■^'~ 

^     .     . 

•  © 
•3-. 

©     • 

©     ■ 

■^     .     . 

•■* 

©     • 

:  c*j    • 

•^    '.     '. 

'iS 

©     • 

:  0  0    • 

t-     .     . 

,co 

CO 

?;?;     . 

ai  4)  4) 

c  c  c 
500 


icS 

I  c  ca 

OA!  o 
ift  m  ■ 
o_uC 


S    E 

O©©  © 


,E? 


+1 

'O 
■o  OJ 


+p-5 


<u. 


CO 


,  _  —  .  *j  c  ©  eo 

^c-  .  3©©w. 

^t-  .  QO^©_t- 

QOO  •,D'*l>Tt 


53 

t-  m 
art 
o 
«,  ^  ** 

"^  a5 

o  M  ^ 

<-  c 


bcbflatici 

•*•  oito  © 
CO-*  oo  o 

ClCO©lO 


aa     a   (^ 

mm    -  s-i    o 


/^® 

.^ 

_,^ 

a 

x3 

bo 

£  S 

K 

^d 

^-' 

~ 

^^ 

•  © 

■OS  0 

r~< 

•  ■* 

•la  0 

CO 

TOJ 

■c- 

■10   C^ 

--.' 

©  4; 

!'=■'" 

.r-t     tH 

CO 

.CO 

aabo       bo    bc<» 


•      o©o  oi 


y—. 

0  cS 

M 

m  «> 

C<1 

•* 

cJcj 

M 

H      p.         Om     ,5 


bco  a, 

■in  tjt-,c 
•ioS<o  ffl 

.ec  ai-o' 

OJ      a) 
CO 


W)     1* 


CI  00001  '^ 

00 

00 

31,2 
4. 
28,9 
29,0 
Nor 

>5    OQ 


•00 
■o-f  J 

•o«  C 
•co-^-0 


!  4)^  4J  4^^ 
.  O^  O  O© 


©©©o 

-MOOO   ^'f 
10  O  iM  M  C  ^ 

CO  lOrHT^i? 


O0©ira  ^,  Oi^^OoO  di-ir-i 

SS§"^-g«^o^Oo^ 


EEg 


■  ootft©  t~- 5:^©     <='©2.'" 

■  ■Tf©coCoom      ©oos, 
-     -  -     -o 


■ifcqt-oOo© 
©  t- 1-1  ©  ©  o  <^' 

•  rH  (M  O  ©  Oi  N 


E-<© 


O      !ffl 

=  5-^2 


>  ,£,2    ■   •"      a    o 


•S  K 


.2  * 


3  C*  '3 


SfI 


<ffl 


CIh 


4)  C  1>  c     t- 

•07;    -    c   *^ 


e 


o    ■  o 


oo  -Eii^ 

■2j=3  to  C3  p  C  2  C  I.  a;  g'T  #  |S  0)  ?  S  ?  t;  «H  t-  tS  3  t,  o  d  C«  «>  OJ      -       -- 


24 


GOOD    ROADS 


July  3,  1915 


s   L 


M  M  M       a      M 


ooooo 
oooooo 


5g  I  gS 

"=.00     .r^     .<D     - 


9  5  e- J 


S    8 


B>ft  O 


Neee 


—     -"•wMjr^     '''^ 


c 

£b     be?  e     eeeIe     b£ 


c 
c 

a 


V  ^  a  a>'x  V  Ve^ 

cc  c  c'°.c  c 
o  o  o  o®  o  o 


EE 
to  t^o 

2 


ESS 


EE 


-MiftOO©00lftO©OOO     • 


5o?  -■ 


i  O  !•  0 


•-»  X»-i    't-" 


« 

o. 

;  ;5 : : : 

.    .    .    .o    -    •    • 

.     .     .     .A     •     ■     • 

■■•.**  1 

*•"*»-?*'' 

'**:*! 

■   'OS       * 

wt-o 

lO-X" 

cne>4u» 

iHOO 

OOr-liH 

tH     '       1-t       Mt- 


.e^WrH 


«  «  (u  «S  «  »  « 

C  B  B  Cut  BBC 

oooo-ooo 


^  i)  d 
*  4>  c  a> 

X:  O  0)  O^  B 

UHOJSSOtn 


SS 


SS 


SS 


S-E 


S    Ig^E 


c  o  « 
^X  m 


^■0 


i;  o 


■^  OJ  «).H  pv"  >.B 


bo 


1111 

■  ^  4)  4) 


8    r. 


•e 

^•9     .     • 

•     'O 

•  ooo 

•OO 

«•     •     - 

•   -o 

.ooo 

••• 

H*-. :  : 

-     'O 

.«or-to 

!•* 

•a 

'.   icT 

•M'r^«" 

*.«  :  . 

.    .w 

;Mt- 

,,       M  K       a  M  K 


to'*'' 


A 

■ooo 

•ooo    •    •   ■ 

.    -o    -    • 

.   .    -o    . 

OO 

•  o 

ill 

XJ   • 

•  OO 

•OOO 

s! 

■OO 

•ooo   •    ■    • 

.    -o    .    . 

.   .   -o   . 

OO 

.© 

ai    * 

•  OO 

•ooo 

Eh 

•ooo 

•  oows    •   •    • 

•      •Ui-      ' 

.    .    -o    . 

oc> 

■  o 

h  : 

•  ooo 

•OOO 

Ioo'm 

lujt^^i^  ;  ;  ; 

\     \ri     '.      1 

!  !  !*  ; 

i-Teo 

*o 

>'!2 

|«£;Ui 

io'ooo 

V 

.M^iH     .     .     . 

.   .   .« 

ift'^ 

o 

.o"^ 

0)     • 

1                          1  W  rH 

.Or-HM 

« 

(C     • 

'CO 

t- 

V 

r-t        T-( 

m 

w 

OM 

A* 


•       III 

•C    •  CCOw® 

:  o  :  o  Ooo  ov 


5  Seeeee 

A  lO        r-t        13  ® 

o    j;       o 
z    ft.       z 


e 

O  p 


^  V  E 


0-0 


crt  o 

z 


ES    £ 


o 

B 

fH 

O 

eo 

*J 

« 

^             4! 

E 

a)^ 

e              ?-- 

« 

,-s 

2E    - 

2+  (: 
0 

6  (a) 
:.   sai 
0  (m 

E 

owoin 

t-Ol-H 

=  >-.oo>  Kia 

P.O 

o 

\      '=.'=?« 

o 

fc.      o 

-'^1 

Oo" 

i;    '^^' 

^w 

e 

^n      c-fT 


ttaa    it 


•H    ,    .OiO'- 


abcM 

K 

ft 

s 

ft 

Jw'Jftft 

K'bfK  bObOM  hObCX       b£u«b£lbJO 

^"^ 'fc' "'"' *'^  ^^  ""^  ^~"~' ^^  y-y '"""' JD   ^^  ^^ 

SS 

COOtO 

tec  9» 

•« 
•«> 

•00 

'9i 

■  •f 

•  <0 

•  (0 

•rH 

■U3 

•  OiOOMOO 

•  MOO  ^to 
-  «>  O -*  OO  ,H 

OMOot-t-©^o<M©  (-00-*  ee«^io 
wwweoNow©-*©  ^^M  ■*  [_,  ifl  "«f 

OrH<Ot-MOeCO  WU3        '-*,_^        ®<^ 

l-«©   • 

MM© 

.00 

!oo 

|oo 

E 


MO 


B302  Z      n 


SlI         S        SSlIIIIi      SEE?    E E ESSE       S? 


i-i     Z     Z     <^M        ^. 


E    S    E 


^oo"5 


M 

i. 
I 


:5 

■3 

til 

•  a  3 


! 

J    o 

^1 


•o 


i^SZ 


-ro* 

ZZft.ft. 


Es5 


M 


o 


•<'<MOoQWCiSKSB3;t«!JSSZZ 


O  B  o  O  o  O  >.,°  k 

ZOa<fcaj03mHfHC>H 


t,  rt  0) 


o 

■M  OJ  n  OJ 


July  3,  1915 


GOOD    ROADS 


25 


><  X  K  P. 

DO 

5 

P.i<  bCK  M  M 

X 

.000 
.154 

,000 
,000 

O      •      ■ 

.      .      .      .^      . 
.      .      .      .00      . 

■lOiO-^OOO 
-t-r-tlftWOO 
•  CO  CJ  r-t  t- Ui  O 

•  o 

■     '     'C  MO-* 

;  .  ,  o  CO  lo  -^ 

!    *    '    'to    ' 

.      .      .      .00      . 

iH  lOiH 


* 

0. 

E 

OJ 

c 

o 

Oift     ■ 

<D  O 

^O  A     • 

C 

pew    ■ 

0  « 

Cinrt    : 

z§ 

?.;--  . 

?: 

V 

l^i'S 

!r>2cH 

^  o  o  o 

a)  0)  o  «,„ 

a- 

■O'O^'CJ?    . 

I'D 

*.-c«t-.  • 

■^ 

O  O   0  005 

•  0 

:s2;z^;"  . 

-Z 

O     -OO     -N 

O      -OO      '00 

»a    I  ec  CO    *  ■*' 


CS     EE^sS 

w^-«<N^co      c^ 


•eO00Oi»rH      •«© 

•  a;  t—  m  <o  o)    •  i« 


,.-«. 

M  bo 

,^,-K,— .y-.y'^ 

^M 

-.  « 

a&^H  « 

&'-' 

o:  w 

.    .     o 

•  £«» 

•wooo© 

.   .<=  o 

•  rc« 

•cnoooo 

:HrH 

■ooooo^ 

^.ta 

looi-tot-'cr 

'     't-  rH 
*    •      ea 

!  D 

Irt-^W^O 

?i 

"O 

o 

w 

o 

v 

o 

-o 

ei 

4-» 

CD 

o 

z 

^ 

'h 

be 

^-^ 

^ 

-OS 

s   s 


CE 


"5*100        OOcCt-OOlOOOO       o  CO        Jii 

<M©t-oai'=>©<oooot-o  ©©.-»■  Ofl)^ 

"=    -O  gw©    "<r©0    •©_c^©_^     t"  ^  C  *j 

O        U5  OCC  U5        (NC^CO        ©ui©  oo  O  O 


^O. 

S 

X  P<b£X  X 

K 

•  N© 

•  tc© 

.00  0 

•©      • 
•©      • 

•©    .' 

■t-©«t-io    .    ■ 

*  -00 
■     -lO 

•  -to 

;iot-^ 

)t-'ooioa  CO    '    1 

c  so 
''oii 

..■5  = 
p- 

C  ®  00 
00  ^ 

vi-o  — 
■^3  — 
..oK 


rt  to  00 
V 

Eg" 

'-^  t.  oo 
O^ 


fM  >Q   CO 


E    E 


o     oJJ„-o^- 


OIC5© 

©05  10 

.     .    ^  oo  00  in  ©  ^. 
•    ■  C      int-co  C 

cc'coio" 
M  en 

•   z   -£Sz 

C  01 


55 


j;  c  '■- 1.  *. 

::  ^  c  o  >•  i 
?  ^°  «  ■=  ,=^  > 


4)     •  WO  ^4 


S  t^oo 


«    SEE    E 


o 


ce03 


S    o-fO-aoEc-j 


•10 

•Ci 
•I- 

■  0    ■'  • 
•©   •   • 

•  o    ■    . 

■  -i-i©  . 
.  .,-.0  . 

■  -t-in    • 

w  © 

.     t-© 

i-HO 

!«=' 

!©  ;  ; 

;   ;  cq  m"  ; 

oo'o 

COrH 

.      .      .0      ■ 

•© 

lO 

0       ■      • 

.      .      .0      • 

■© 

lA 

0      .      - 

.      .      .0      . 

•©^ 

^ 

ui    •    • 

•     •     ■«5      • 

!<«" 

eq    *_   ; 

\     '\t£)     \ 

.e^ 

©c  ©  ©OCO 
»  c  ©  ©  ^-  © 

^©©©  Tl  © 

tD©"©iffle^  © 
■V  00     in  01 


S      i 


^  251 


nuffi 


•  a  ■ 


E     E       E       CS 


A,T^   ^,  10  e  10  CO  ^  OC  t- r-(      --"fNocO 
2©t-2     -©rt     ■©ecoo  •OO.-lo     ■ 

Cm    ■  C       ■*foo*^©_©eo         -Ciiflo"* 


z=:   I 


Win      '-'i-H  CO 


5  £■ 


•  •  •  -fc  :J  •  ■  :  •  •  :     •£ 

0°°  '»-'°^?ot;<E3S^o 

-i;<:KCQCEfa0^^i-!SSSSa:StB 


Sec 
•00 


be 

£  «  :^ 

g    c  4)  a 
^     «  C  i 


■  ©©© 

•  ©  ©m 

•C^©l-H 

*  oa  c'  eo' 

r-iM 


c  ©© 

o©© 
"*©  © 


(Q  d   L. 

Set; 


o  =  c 

Ctf   CO  t-  (C 

5  o  a 


C  4) 
TIC 


E     E 


©© 

.© 

•  t-©C4 

0©   ■ 

©© 

'S   15 

■wo    ■  4j  4, 

ojino    . 

(CO_ 

■^.  c 

:  ■^.   cc 

o'oo 

.eo  0 

.  >»    00 

0.4U3     " 

r-lC-I 

•  z 

•    "^    zz 

z      ; 

:ee        S     £  e6 

m-co©        •         o©tc'~''~'*-' 

t-'OJ      (u©4)'(U4;©'^         *^2 

•  -c     c«ic  -cc^^.       *=.*='. 

,0     ooo;  ocoM        <cS 


c  ■ 
.  o  . 
Z  : 


:  o 


£    £ 


CO  C^ 


o©«c  o 

rt,o©o^  ©  qj 
^o©oc_©^g 

Oin<=>"?©*0 
■ "       M  Jr 


z 


2    S   r 


©  i-H  ^ 
^©  O 

-;  c  oT    00 

CO 


1^  < 


^^iic 

,^ 

,-^ 

0.y'^^ 

,-^v-v'-^ 

,-s 

0. 

,-s 

^^ 

^,*^/-v 

X   t<  K 

X 

iC 

ta  Q.X  X 

aK  be 

X 

GO 

b£ 

X 

tifbctr  M 

■— '■^-^-' 

•^.^ 

■--■ 

s.,-.^-— 

^-' 

•w 

^-' 

•— ' 

'—^— ■*-'-' 

.0  OCf 

■t- 

•  o    ■   . 

■  00   • 

.?-*(C,-tt-      ■ 

.O'^t" 

© 

to 

•H      • 

•t- 

M<x:  t- t"- 

.©  wri 

•Oi 

.0    ■   . 

■  00   • 

•  coc^  ©00     • 

.c<=^  w 

M 

"<t* 

<£>     • 

•  00 

OC  t-CJ  t- 

•"lr<^i 

.(O 

.0   ■    . 

■  ^ecino    • 

•m©  t- 

© 

^ 

«3     • 

•  to 

lOi-fWOO 

•0  © 

!^* 

■©    •   * 

-toT'-f"    ' 

•  Vino" 

©" 

W      ' 

'te 

N'©'in«r 

l"^  ""* 

.'-' 

i'*   !   ! 

'.        c«    . 

;      00"* 

eo 

ev| 

|w 

tCr-t'*-* 

!*"'!' 

-   .   ■©© 
.   .   -t-© 

.    •    •o-.xa 

IS© 

;  .  .  w 

00 

CO 

0 

:  bo    x^ 


•t^« 


©©© 

©©  (M 

■veo  © 


CE 


EE 


EE    S 


■^  4)  »  ajJS  <u 
c  c  cS  c 
o  o  o  „-  o 

ZZZ^'Z 


•  ©  in©  o.    • 

■  ©  t-o>    .    •»»  - 
.©©^-         .©  C 


Z  ^<'         Z  1-1  ^  rH  <*  l<  cc  <i 


o      a  to  J 


•J       „    -  ^  ©cm 

*•  C  C    •  Cm© 

CO   -o^^- 

zz  z^^ 


'•E     E 

Cocot-S 


S    E 


SS 


Oi        Ci  ^^  t— 


.t-gO 


c 
o 
O 


■  2  ■"  to  > 


CO  "  Os:  rt 
s«-  c  ijj: 

c  c,Qj:  o 

Ci  C5  4.  4/  c 


XX<~i^^^>4hi>~  ^^^ 


O 

«!co<^ 

C  4 
t-  4; 

NH^  - 

3  C  O 


c   . 

.2  :£c^ 

^  cj:£- 

C  a.W«^  o  = 

5  fc  :*  i.~*;  F 

;S?-ZZlillp, 


■c  =  c^^' 

*-  CO  —  „  c« 

S  c  c  to 

C  S  Cd  4)     • 

CI1,KKk 


4; 

4j  4j 


C  4)     -^j 

w      O  0  >-  Ml. 
eS^C  O  o  K  c«  3  0, 


i 


5;  3    .«;?  CO  »  co.r  1  01  p 


>.  t,n:aJ4'Pya;«4:^C:;Z.^ 


a;  CJ 

HJJH   c     .  - 

t.  o  <i>  c  o 

0^-0  5  2 

P*-T  t.  C 

:>  >  ^  t,  o 

?  *  c  cc  o 

4)  ct  l-^;; 


.;  £ 


'■!?,  o 


"-E  ic  cl«     5 

4i  t.  ^  (h  4;  4)  C^  fc,  O 

■OeoXoajaJea^cf:: 
c  j:  o»'i-'-'-5c£ 


.„  (fir-. 

to  O   £  M 
«   "  C  4)0! 


.a 

3—  O  Q'  C  o  fc-  o 


>=:c' 


GOOD    ROADS 


July  3,  1915 


lii 


'4' 


■  CM 


^5 
•c  « 

■CO 


Q.C  a 


o.abcbc     bfitf^bcbcbcc         c-ca        no.a       3}na)nC> 


•  O  00  ^  1^ 

■  o  a:  ■*« 


M  OC  N  ^  t-  O  S^ 
M  uJ  " .  a>  Ift  M  N 


LAO  1-1 
t-  ©00 


("  t-  Mift  eo 


£    ?-;^ 


-     E 


if 


it's 


i- 

'    c 


|s  5 


2  i'"''!!^ 


00© 

o© 

•  © 
.© 

•00 

to 

00 

w« 

'  V 

» 

■M      •OOAf 


S«itH©M 

«  -  j;  1-1 1-1  o  lo 


^s     eoe^lo^^     cm     ,_"Wt-i»ow 


O©  W"^ 
i-i0,~i«0 

■Nt-M 

•OlOOt- 

■osoieo 

oo©N«e 

©©OooW 

P5©00'U5 

IfttC 

e-s'i—MeoC^ 

■  COtOiH 
.NiAt* 


.0)U3© 
.U3  00  A 


bt     be 


*th   '"i  ' 


|.  i      S     5   2 
8  "•  ^ 


iH^i 


i? 


a   5    ti» 
3  ■•".    o  — 


5** 


•t-     •     -iO     *00 


tH        *o      *-i 


I 


r5S  if 


-.5  : 


5* 


!= 


r     - 


B.2 


o 


July  3,  1915 


GOOD     ROADS 


27 


ate 


■U30<0 

•  oot- 


OeqWoo 

■t-(M 

.^©M    • 

Noy? 

■     '.-.O 

OiecOOio 

■t-o 

-^o-*- 

•     -USO 

00      -OOlft 

•(CHO 

■(MO'W     ■ 

■^C-lft 

^ a  g^^^ ft G^ 
E)flMs^afttij;!H  to  bo 

o'^ooOOiHininoo 

to*      ifs  O  ffO  o"  o" 


■3^ 


bOft'tic 
'  ^  cq'cc 

(M  ■«4< 


OO 

oo 


OOO 


oO— jOiH  MlOOifl        -^Cir-lo      -Oot- 

irq  OO  o  <==  5^  "^  "^  "^.oo      t^owo    •oOfOt- 


■(COO 


a     o.a 


■  OOO 
■OOO 
■IflC- 


•00      -(M      • 


OlfBOOeo 


m  ft 


•  N  O  (M  Ol  ^ 


^-.  aa 

hCJO  to 


"^  i-<r-tTH 


•  M  O  o 'O 

•  ■^eoio o 

■  XlMcC f- 


^  a 


?i'/; 


■  *  ^  ^  o 


0  . 


:^     ^Z      Z'r.  « 


a 

■?.  •   ■  J  M 

M  o  c  c 

Kcauo 


•o  i.*^.: 


TO  O  ^  4J 


;  'i^  d  oJ  II 


'SS3S 

4)  <U  O  O 


CQ 


s  o£  cat>  M  5  d 


a: '5 


;sb 


CQCQO 


■SS    ■§    'd    8 

aj*J  3  u  ^    ^  - 


B 


^  So.5  41   "^  ■« 


S 

d 

f  S 
«  o 

(5  u 


X 


28 


GOOD    ROADS 


July  3,  1915 


I 


W    E 

3 


M 
C 

a 
a 

iS» 

sis-! 

c 

3 


I 


> 

•I 
z 


i 

s 


•00  -rH 


=  0 

*i 

3 

E 

E 

■< 

^ 

e;; 

«  n 

II 

o 

3» 

•  o. 

i? 

^ 

c 

St 

3 

n 

3C 

e 

< 

to    -US    •    • 


•040 


^  t- 


•M    -f^xn 

•tOMM 


•00^      .N 


;s 


15 


■I.      e      s> 

.^       o      to 


PI 


•ooeowo 
•  to  A  mo 
•ec    'W^ 


•OCflOO^ 

•OOO  AOO 


•ifSO 
■O  W 


5 


:|::v 


•«■  •  * 


p 

3m 

s 

3S 

> 

E 

•< 

< 

». 

k. 

O 

'^ 

8 

j<>8 
85 

;i;;i 


|5 

-*oo 

•o» 
■o 

a> 

> 
o 


"oo      »"      »"« 


•  C       •••0— t- 


■^^^ 

^^^a. 

cv--.^a 

.^ 

.^ 

«  ai-a 

B  k.t0(O 

a 

0. 

•    •     • 

•    o^2«>  • 

•■•      o"»    • 

•« 

rH 

•    •     • 

•       OOM^OO     • 

*<e 

eo 

* 

*  • 

•    •     • 

:  w«n^  : 

•M 

A 

CO 

ra 

^ 

r-i 

tH 

ft. 

E 

e 

•to 

•    •     • 

•      aey><Oio    • 

•OA^OO     • 

■t- 

<» 

[I   -   - 


y-*.^"--— - 

u 

bc--^ 

bfi&bc 

a 

rflt- 

OOo     • 

.  -t-  • 

•te 

MtOO      • 

-     -oo     • 

•OS 

•^  t-  in    * 

eoe^O 

N 

tefrH 

iHi-H 

t0 

•    -oo     ■ 

*^^ 

oot-^    • 

..[,.. 

.«5  00 

IftirtO     • 

.    -t-    . 

•IflOO 

(C»00 

■*»■ 

"i-TM 

n'^^a 

r-( 

•  t-o    • 

•  NO>     • 


July  3,  1915 


GOOD    ROADS 


29 


^  W  <D  Ol     •  ^ 


ooomoooo 
(D^inifl  coos 

t-  <D  CO  »  ■*  U3 


Mojo 
tOcqo 

CD  to 


•t-o 
•cao 


•Oeo    -t- 
■ooo    •« 


^^  n        a  p. 
a  a^    "w  w_  m 

•  oo'— '    '^^Ot- 


.MCD 
.1(3  o 


WrHO 

oo    . 
oO    - 

mmo" 

iHO      ' 

rH  " 


•  Oo*    .woo 


a 

DO 

•©    • 


■CO      •  t^ 


a^    ^ 


oev3 
Ooo 


Oifl 
Oifs 

Ooo 


iH    ■    -coin 

M      .      .^.00 

in    ■    -o^ 


•I-  -oo"  . 
■00  -oooo  . 
•t-    •—■i-i    ■ 


a  : 

e  • 

J-    SS  c 

-  '^  «  «  s 


-    o  C  CO 
5"  -  u  cj 


^  3  o  ® 


fee 


.  . ._,  c    , 

-  S  o  - 

-  =  <i't;  5 1 

.  O—  3  «  4 


a 

9 

e 

*  '- c 
MS 


a  •   •  oi 

e  :  ;  s 

■  C  c  « 

■a  5^"^  So  2^|f-.f« 


?c, 


.<    " 


L<! 


Id- 

si 
s 

o 


v.< 


l< 


4-1        « 


?£ 

.«  'O 

o        • 

<n      c 

V     :       :       :  : 

W  to    3  c 

IN  CIT 

amoun 
ter    B 
acada 

c      . 

Z2 

3          . 

O          • 

6     :      :      :  : 

0  o 

-5  m 

E« 


s  c 

-  X 


s 
a 
e 

N 

<  o 


Si 

ex.  ci 

;<     c 

1.  *j  a; 


so 

0 


JO 


GOOD    ROADS 


July  3,  1915 


a 

-     I  " 

If  ? 


5:f! : 


» ■» 

-^                                                                   

«  ;  ; 

o   • 

-CM     •     • 

o  ;  ;  ! 

o    • 

•  tpo^    .    . 

\a 

■—- 

M 

►- 

i 

H 


z 
z 


s    s 


O        m 

e    a- 


> 

O 
O 


> 
Q 


e 

9  d 

o  e 

s  5 

"<  2 


s  si 


■ 

o 


9 
0 

E 


•O-N    •    •    - 
-•AM    •     •     ■ 

...... 

O     -          ■ 
o     •         ■ 

00     •     •     •     • 

(P     .     .     .     . 

w   ■    • 

M   •   • 

«c    ■    •             •    * 

C>    •    '    ' 

o   •   •   • 

o    ■    •    ■ 

t*     .     .     . 

5      .           . 

Irt   .   . 

o    .     .                .     . 

«'   .    .    . 

o    •    ■    ■    • 

.      .      .     .^     .     .                   .     . 

O    •    • 

o    ■    ■    ■    ■ 

lO    •         ■ 

M     •     •     •     • 

•     •     .    -co     •     ■                 ■     • 

©     •     • 

90     .          . 

_■ 

.     .     .     .Cs|     .     . 

'r^ 

.     .     .     .A     .     .                 .     . 

i-"      .     . 

o 

3 


i 


a 

5 

z 


3 
5 


o 
u 


iccr 


> 


O 

s 

z 
S 


s 
'J 

>        a 

o      -i| 
I 


■  ■09  OBiiaa    aaaan     aa^tto' 


'-^,-vD.'-.'-v--s,^^*.y-^-^ 

„^ 

,^ 

QboflotOS'crbcQ.ao. 

P. 

P, 

CO  tn  ax  P. 

piEO      cn  n  OiQ, 

■fMOOo^^OOiOtO 

^ 

■  in  iM  Jc  ixi  fi-i 

1(5  m  oj  m  c^  (©  o 

•t-r-t'^t-WfiOiOt-M 

•iM 

■  i-isoooeco 

CC«U3«CXcTj© 

'^. 

•  5^'  „•  eO  «  ^ 

^*r-i'~'-^1-l'®«' 

,  eo  cq"     cSid  pit^^idn 

■*  ©"o" 

Ctrl 

iH              rl<-l 

C*l  o  "^  40  O  W  00  00  O)  »H 


Ot-ftCrHl-oCO 


O©  W^  ^KSlrt 

O  O  in  (C  i-l  r-<  r-. 


o      »z      - 


S  ^ 


S— —  •—  5  ''  M  *  *  s  *- 


t/  C  t- 


■•0* 
■00= 

Xr.h 


-£-2' 


•a 


lls?i^ 


grj  K 


o  «' 


Sf 


52  db 


5^  =:|cS«8o 


SK£x5:sl«g 


3  a;  O  4J  (_ 


1  o 5  m.2 


O 

■  og 

es  cd 

m  n 

a  c 

a  a 


be 

ojColS 


July  3,  1915 


GOOD    ROADS 


31 


2 

(- 

M 

to 

N 

» 

W 

O     -r-l 


r-t 

CO 

Q. 

U5 

.o 
.o 
.o 

eo 

•o 

■o 

^ 

•      •      •  ^ .      . 

00 

•     •      •t~ 

'.'.'.'.'.'.'.'.'.'.'.    '.cS   '.'.'.'.'.    '. 

;   ;   ;o 

r-i 

I  •  '«e   '.'.'.'.'.           '    '. 

,,.*£> 

N  CQ  t-  u5  <°. 

Irt  I  rt  ^r\  pj^  *^ 


s» 

C 

w 

a 

95  « 

.HO 
<MCC 

^      • 

.(X> 

- 

o 
o 
o 

.o     .     . 
.o    .     . 

.^  CO      • 

to 

'Oi 

(M 

.  w 

;o    ■    ; 

•  •"■cm 

■eo    •    • 

!!"!'"!!! 

■U3     •     • 

.  .«' 

!co  ;  ! 

■  w 

oo 

OO 

^ 

t- 

■Si    -o 

t- t-f 

■o 

.     .      .o     .      .     . 

•     -rH 

•  t- 

■MO 

■^ 

1X1 

t- 

CO    -o 

0  1J1--0 

■  to 

.     .      .t-     ■      •     . 

.     -O 

•  t- 

lOO 

(£> 

to 

tH 

"^  ■'=^_ 

toioui 

•so 

.      .      .C7S      .      .      . 

.   .to 

!w 

woo 

•* 

(N 

cq 

CO    'la 

lO(^f^^ 

'.'^ 

i   '   l'^   1   !   ! 

•   "o 

' 

rH 

t- 

I-l 

T-i    ,(^3 

r-iOO?1 

Slllla 

;   .cq 

aa--- 

,-s 

"5 

a 

.A, 

(Q  (0  a 

0. 

OS 

m 

S 

LftlOO 

•Oi 

•    -Ifl 

•!>• 

L,      -            '00 

•^         ' 

t-^o 

•c- 

•    -t- 

•lO 

•M     ' 

*   ''^- 

•  to 

■Ol     ^ 

<n" 

!"» 

-- 

In  t 

rH 

■OS    •MO=i'-l°°.ifle<5«cc 


00  ^n 


•    •    !   •    •             ■             OiO    • 

•  Oifj    . 

•o  •  .  . 

•o    •    .    . 
|m    1    •    • 

:        :  : : : •        •        :  :  •  •  s*  ' 

'.',''.',             I             III!    leoirt    1 

•N-*     ■ 

i  ®  : 

.    "3  ; 

eq5    'o 


5  •<"" 


/-N  O 


^«^ 

^^ 

/-.^^ 

^^01'-- Oi—  bo 

X 

^a 

A 

0< 

^bO 

bcm  Q-m  Cm 

oi 

p.<» 

•    .    -o 

•lO 

coo 

■^mc-»oooo 

•N    • 

•r-(0 

•   •    -o 

•ri 

I--*** 

-  CO  S^  CT»  00  o  to 

■rH     • 

•M-v 

-    •    -o 

•in    •  ,  * 

ifit- 

•^^coo^o_^- 

!c^  1 

■o^ 

1    '.    loi 

I«^    1    1    1    1    1    1    1    1 

1    1    1    1    1    1    1    I           -^'n 

1  rir     00  '-'  oo"                  1 

!<?q 

00 

.o 

.« 

O"* 
oco 
c^co 


•OtOoo 


.    .    -o 

-o   • 

.    .     -o    •    •    ~    • 

...... 

■    ■    -o 

■o    ■ 

.   .    -o   •   •    •   • 

.    .     •t^ 

•OS     ■ 

.     .     .lo     .... 

I    1    Iff^ 

Im'   I 

.y-i     ,     ,     ,     . 

MCO 
lOJi 

COtH 

•iot*t-u^oo 

•(OCOt^OOOO 

-cooo_^'*(>oo 

■CO  00 
•cqi-i 

.     »-< 

.to 
■  to 

OOO 
-fO 
ir-in 

0«D 
OO 
OCO 

■t-ioo 

•,H  O^ 
•00  00,-. 

(M*.-H 
Hi 

1  co"  M  OS  ■*  V  o 

eo"eo' 

IrHt^e-i' 

.    e  O  C  ■"  - 


CO 


J=»J  M  O 


"Si  -2 

■r*  "^  t!,!C 
S  0)  c  « 

ouoo 


'^  0*0  QJ 


OJ  rt 

■pc<l,C 


•=5-=?r 


o 

01 55 


g  .ci!.gi:  dc'^c^ 
•<<muOa£WJZ 


8-  7S.55 
5  2£St3^S 


5   g 


)  >^  .^  -,  /ii  ,^     ."^ 


|p5 


.WSw 


32 


GOOD    ROADS 


July  3,  1915 


]    ^ 


■    •©  o 

•o       •   ' 

'   •«© 

.      '.tH 

.   -oo 

.     .O) 

!   !** 

I-t 

e 


3 
O 

E 


.oo 

;oo' 


a^     bfi 


.      .      .           .Nt- 

•N •    * 

.    .    .        .oos 

'C* •    • 

.    .    .       .o*-* 

.*»!!....'. 

S    s* 


1^' 


Mmoo    •    ■     ,*    • 
««*»   .... 

1-190  • 

.      .  « 

.    .0    • 

<eO0OJUSr4     ■ 

■     •C4     'lar-l 

.    .X 

oeooot--<i'    • 

•    -Oi    'Oi-r* 

ooc<ie^   ■ 

:  :g 

•    'ta    • 

■      *  iH      *  «"»-<" 

to     ^    . 

.    '.A 

& 

■o 

x"    ^ 

a 

A 

DD     a 

.   .   .(6   •    • 

•0  •   • 

■0   •    ■ 

:  :^v     to 

.N      .      . 

.J 
C 
3 
O 

E 


■00  ■*«-,« 


O 


5-! 


E 


AMtcaaa 


■  M 


^.K^-.^-v-^'-s 

AH 

^^ 

'-^^bo    ahC'-^o. 

aboboabc 

OS  DO 

P. 

bfi&n      n  to  bom 

MO©*-*"*!     • 

•eoo    • 

••* 

•    't-OO      wt-oot-    '    * 

«ot-t-ca   ■ 

•©-*    • 

•eo 

•    •e<iO'«f  ^cocot-«>    •    • 

■^QOO'-'t'     • 

.e«w    . 

•Oi 

;  .■'-i*=^.«^i  t^<M'csi"iM  :  : 

to-4«ec^-«    . 

■<*rt«Qt-<e    . 

.04 

.     .       10                      «D          .     . 

e 

9 
0 

eoo     ^0 

OOOOMO 
OOOOMO 

:5S  : 

•  •««    • 

•  •©     • 

•nOO 
•     00 

E      : 

< 

.com    . 

.     .«*    . 

"♦N 

lftOM"='<D©«C'H 
00  O  ^  US  Ift  O  00  «>^ 


Ci.EQ[cbCnnO<b£nP-P'     cocin 

00    *  ^  efl  g^"  ^*  00  ic  ^  M  Oi    •  ^  *^,i-* 
CD  ci  cqV     o'"!^    !      oT 


■^oooj^'^ooOoooo  •^eow 
rH o> Oi 00 ©_eo cor- 05 m«D  'C^^ooo 
00  T-Toicc  OS  ia'n  ©  co'eoco    I O  t-^ec 


S 

5 


OP 


•   ...;•  D.  •■   • 

C  3  O        oj  „  >  ^  £     . 


SS  "i- 


K^  g  r;  t^  CO   n+J  (p  4)    B 


luly  3,  1915 


GOOD     ROADS 


35 


•   ■           ■■"..*.       •••*••«••■ 

■     ■     •  rt     •     '     '     • 

■     '               ...                                 .              ■     •    "lO     •     •    • 

•    •    'tet    •    '    '    ' 

•     ■                 ...          ^          ^     ^          .          •     .     •     '00     •     •     • 

■■■»••'• 

.     .               .    ,    , •     .     .    .    .00    .    .     . 

■     .     .N     .     .     •     . 

.    . .in    ..    . 

.     .     .6^      .     .     .     . 

•  00                       .      .      .      ■ 

•    •    •    'O    ■    ■ 
■    •   •    .o    •    • 
.    .    .    -c^    .    . 

■   •   'to    •    •    ■ 
.    •    -eo    •    •    • 
•    ■    -iH    •    •    • 

;    .         ,#M    .    ■    . 

ot-    •    '    ■ 
;            ift^    -   •   . 

•     •      •     •©                 •      ■      •     . 
.     .     .     -O                 ■     ■      .     - 
.      •     •     .^                  .... 

.    •   •    .    -aj    . 

....      .00      . 

.....<©. 

-•so*              .... 

.     .     .     .U5     .     . 

.         .         ."*!          .         .         . 

..."*.. 

o><o  :  .  : 

M            ... 

;...«>'       .... 

'    .    .    *    .eo*   * 

.U3 

•^    ■ 

"f-I      ■      •      • 

■    ■    "O 

-    .    -o 

CO     ■     • 

o 

"M     ■ 

•<»■•• 

•    •    *oc 

■  t>-    • 

•    •    • o 

"(M     • 

•w     •     •    * 

•      •     'OS 

•■*    • 

■^    •    • 

t- 

.1-1     . 

.eo    .    .    . 

.    .   .w 

.t-   . 

to    ...    . 

"-^ 

.n    . 

.»H      ,      .      . 

©«-... 

S   H  .» 


c    ti^ 


COfi-J      -o 
OO  M      •  O 


' _p    •    •    •    • 

•   .....(,.... 
-^    '    •    •    . 

•  •     •     '00     ■     ■     ■      •     •     • 
■     •     •     "Oi     '     •     •     •     •     • 

•  ■   •   "o   •   •   ■   •    ■   • 

......                (5j 

■lAO    •             .    .    ■    . 

■c-o    •            .    .    ■    - 

■  ,'  o   ■           .....           .... 

■  .  •  ■  ■  .t~  .  . 

■     ....      .00      .     . 

.    .    .    .eo    

M 

.«in  .       ;  .  .  .  .       ;  :  .  . 
.irt     .       .  .  •  . 

-,      '(DO 


-o    •    - 

•     •    •     -Ol     ■     • 

.o    •    • 

-    ■    •    -oo    ■    • 

-o   ■   • 

...     t-    ,    . 

".'-'.. 

Olft 

oca 


lOOO 


o© 

oo 
oo 


■t-o    • 

■tHoO      • 

c  e 

OC© 

-OC      , 

■  OC   CO      . 

CI"* 

t-HCI 

Oil  (D  ID  OC  to  n  O. 

oo©»ooo<o© 
OS  00 -^r  '-'  ^  CO  c<i 


cowtot-M"^  '©eo 

©|-H©C-(Mt-  '©C-J 

(D©T-IC^iOO  •■*© 

eo'iMeot-Tooc^j  *tot- 


0, 09  a o. Q. Q n  oD cQ  n         p.0.n 


4  «>  -*  C^  W  5^- 1- ^  ^- 


Oiiac^           

•    .    .o    • 

•^^■*00M               

*    •    -ca    ■ 

■    •    -t-    ■ 

."^irirt               

.     .     .CQ     . 

CO                 

...»-<. 

n  tu;  to     on  0, 
't-ia© 


•COO 

•i-tO 

wO. 

.         Ui 

.        00 

0O©'^t-O©© 

-IO©'-'r-l©CO© 

^©©t-esjooo© 


irt  T-t 


.COCC>     .cooo 


t-lO<OmrH©00C0ia© 
lfiOi«>00CDOSCi©^^ 

00  ^t-©  Oi  ira  i-i  '-I  ^  "*. 
va  cj  •■^cJ'eoffo'r-r'^      t^ 


©lO^J  rH                 .     .     • 
©MlOTf                 •     •      • 

.04 
.CO 

.03 

•©      • 
•©      ■ 
•©     ■ 

.   .© 

.     .o 

■©oo-^^x^eo    •             •    •              •    . 

•r^^e^'*©'<f      • 
•«OOi-'N©rH      • 

OO'^lfl'iJ-                 ,     .     . 

.W     . 

VI  C  ^  K 

a  3  is  « 


J=  •  — 
p  «£  s 

t.  7i  73  N 


^    3o 

HO, 


«     o 

ej  u  oj  t. 


£  «  ^  o 

1'      n 


(S  t-  t>  41  C  O 

S  i  fe  >  I.  o 

D  CC  (■  K-^k^ 


E  c  5 


a  «c  c 
Iff  £  = 


34 


GOOD    ROADS 


July  3,  1915 


be 

O 

U 


U 

o 


.00 


•OtD 

•  woo 


i./ 


»-0     *«h-'-««© 
lAO     '^00000)0 


1  isi  5f 


e  ©5  5 


a 


'  -  ".'.  /.        «k 


■■>3 


81 

S  e 


O  s 

H  >• 

•n  .1 

H  3 

U  n 

2  c 

3  a 


"    3 


E 

9 


C 

a 

ox:  5^ 
5-0 

E 

3 


M  4j 


a    a 
■o   -o 


ooo 

NO 


5     M 


Im 

s 

;     ,';«>; 

•o 

oo    ■ 

•rtO     •     • 

•to 

(O      ■ 

■  irao    •    • 

I      ;  |oo  ; 

•oo 

CO     ■ 

■  o  i«    •    • 

■     -(H     ■ 

:"' 

!m'-I"  ;  ; 

o  o 

O  c 


2  £  s-^ 


u 

a  o 

H   o 


Oil 


01  o 

u. 
o 


m 

H 
Z 


ri   n 


bfl^ 

aaa 

P. 

•  oo 

0300 

o 

•■*flft 

iHOO 

o 

•  c-irs 

OCOO 

o 

!      ;      ;     *.Vc^' 

tH  Vo~ 

o 

.ira*H 

-^oo-^ 

fr4 

_,^ 

(« 

■  oo 

MOO 

o 

•  ow 

rHOO 

o 

'e>400 

<e<so_ 

© 

;      ;      !     isgio 

ini-To 

Ifl 

.M 

M-^CO 

rH 

I? 

oo 


3S 


oO 


3 
5 


o     o 
O    « 


^  C     o 
e  3     o 


^a^ 

^•^/-v 

an  bo 

X  a 

OUSr-l 

■oo 

0<»,H 

'OO 

o_^- 1- 

•oo 

pH      o' 

io'io 

.coco 

l^ 


*J  o 


:^=3 


B—     ^  m  C      „ 


Tulv  3,  1915 


GOOD    ROADS 


J5 


•    •         •         •    '    -a 

L5     •     • 

■    •          •    •          •          •    -    -CVI 

t£)     ,     . 

.    '    '         *             '         .    ,         ,             ,     ^ 

CD 

.             ,     .             CO 

<C     .     . 

H 

Ck 

a. 

•  A      . 

•   ■   •   -o 

0  ■ 

•     .          -us     . 

•   •   •   -o 

1   !  '    '.^   '.       '. 

•    ■    •   -o 

«D     • 

;  .  .  .00  ;    

.   !   .              !!;•*! 

•  00    .    •    .        'O o 

•  00    ■   •    •       -o o 

loV  '   '.   '       [ta   '       '.       '.'.'.   !oo' 


om  000 

OfNUSUSO 

o    ■  -(f*  tn  10 


00000 
000  ■vo 

OOCO  IfSO 


•  000     -00 

•  eooo    •!> 

•CTlOO     't- 


ta      m  Q.  m  73  05 


li^C^jOOO 

eo-^  00  "^ 


t-co    -o 

IflCO     -o 
t-r-t     -O 


±1+1. 


•  oo<^oOiaOiftO 

•  ooOo^t-*®^^ 

•  OO'^O'^C^®^^ 


OU3 
CO  CM 

rHOi 


a   ^,        ^ 


•0 

.    .         .    .0    • 

•   -        •        -o .   .   . 

■U3 ■     ■     • 

00'  . 

.•^^         •         .    . 

.    .         .."■". 

.10         •         .    . 

OC*1 
OiH 

i-Too 


^O 


**     *       i-i        rH 


•  -t- 

•    •         •         'ua    -    ■    ■    ■        ...... 

.   -o 

•    •         •         •  t- .    .    . 

.      -(M               •               ■      ■ 

•'^ •    •    • 

.      .N               .               .      . 

.    .         .         .-^f .    .    • 

.      .■*               *               .      . 

•  C^JO     • 


00 
000 
OiiS 


00 
00 
00 


ot-iao       -o 


0000 
<e.ooo 

ooocoo 


?  3;  -s 

""OS 

sQc; 

it      -^ 


"O  « 


^  c      ■  •  e 


s  =  ? 
ts  oi; 

e  o  ^ 
"as 


S  =  = 

'■■■S.'o 


e  ° 


Q  rt  o  o  a>  4) 


•  o 


c    a 


u  u 
00 


I      ffi     /T*      IT*     fll 


•So 


,|^<i.> 


;  ^  d  d  Oi 


iS  toe  c  i 
cs  a  ~ 


OJ 


S  0,0 


C  C  ij'i- 
flj  d  '^  t- 


00 
00 

ceo 


>  (-  ^  K(C  o 

fflOPHfcE-i 


JO 


GOOD    ROADS 


July  3,  1915 


M 

e 
a 

H 
H 

E 
a 


M 
c 

a 

111 
E 

3 


o "^ 


.     .     .                      '^    • 

•     •     'OO 

^ 

.©         .    .    . 

.    .    .    .0    . 

•CO            •    • 

.  ,©   . 

,     .     .                      .9    • 

•   *   -oo 

0 

•0         .    .    • 

.    .    .    .0    • 

•   -o   • 

a*  ■ 

to 

•0         -    .    . 
I^         I    *.    ', 

.    .    .    .93    . 

•  «*           •    • 

n  s 


if 

E» 


00 
00 


"I 
11 
li 


-    2 


ft    •  M 


0    *    * 

0  ■ 

•    •■* 

© 

eo    • 

.    .ifl    .    . 

^  .......  . 

'.    \   '.          '.    '.         ',    '.f^    '.         '. 

•    .         .    .^    .    .         .         ■    ■ 

!     00  '.'.','.','.',  '. 

0     • 

■   -ifl   ■  • 

0      • 

■     •<T.     •     ■ 

0     • 

•    -CM    •    ■          •          ;    ■ 

;  *      !  ;«5  !      '.      ;  ! 

!.!..!..!!!         .  .       .  ."^  .       .       .   - 

!!*'!!        '. 

18 


il 


M   -o *•• 

o  -^ • 

so  *i-«  *      '  !  I  *  !•» 


il 

II 


a 


•2 
o   • 


•    •   • 

>M 

:i 

•   • 

•   « 

•   • 

^^ 

tc 

-TV 

0, 

^hD 

M^ 

s 

00 

P.n 

00   * 

•  0 

0    • 

10 

o-* 

So   • 

.   -M 

0   ' 

00 

00  to 

mO   • 

;« 

0  • 

tA 

TrH 

(n«  : 

c>  ; 

■«f 

■Hia  . 

04     • 

00 

JS  0 


00 
00 
0*0* 

9  9 

N9M 


o©o       o 

|.©M  » 


lie    

I  ona. 

©mo 


bo  -c 
*  2  "  c  « 

CO  C  fr.  5;  fc. 


s  «  • 


»  «  o 

•D  5-" .MIS 


00 


ec 


>',&. 


gcc 
5  ii> «   . 
„<y  V  jfi  d 
o  1. 1*       o 


§■5 


a  J  a^ 


X  >  <^ 


'    "'    f*    ^    t-  ^         ..    » 

a  <l;  t- '-'  *-,  ■*-  * 
t,  Oj  <y  ,>.  o  J, 'a 


P3ffi 


July  3,  1915 


GOOD    ROADS 


37 


COoOO 

ooooo 
'-icgt-'-t 


P.CQ  abO     m 


0*^00 

oOoo 


.    .    .o 

•  o    •    ■ 

'       'o' 

.!M      .      . 

■7:.        m 


■5=: 

^§ 

a 


ca 


o 


5  c 


at  0)  rf 


a    ■-« 
0  o  rt  X  c 

i*  or"  G  o  4^  ^  ^.« 
«J3U  J-  CO  C  =*  O  fc. 


« 

t.-! 


■a 


<  ^ 

Id  c  c  . 

2  2  wo. 


Id  -" 

^^ 

O  .. 

<nS 
a  o 


--.       ^    ft 


"      s 


^.i^ 

H 

^ 

*-s 

0. 

09 

A 

tm 

o 

o 

•o 

o 

tH     • 

09 

O 

o 
o 

M 

oo   ; 

iti    . 

U 

to 

o    , 

J>« 

C 

^/ 

fi 

-M 

c: 

o 
o 

o 

o 
o 

o 
o 

•in 

OS 

o 

o 

eo 

•t- 

■* 

s 

00 

o 

<N 

.iH 

T-* 

'"' 

e-i 

eo 

CQ      osbO^^M  ftftftn      ><b£  EnUtuCft 

O     'OOOOO  •OOOOO'^OO  M'^oO 

O     'CqiOMO  'MtHO  t-'^OO  uTTOOoO 

M    ;i5q*oot-oo  ;'-*^'^.>n^"'=^.t^o  ^M_^oo^ 

OOrHOi  .CliOtD        6^  Oi  O  O^oin 


OOOO  'OOOO^OO  OlfSOO 

00"5ia  •  (C  M -^  ini-i  t^  ^  m^ooo' 

oin  ■*  t-  •wvt-'«*  Mteo*  M  ooo  o 

oo't-T'-'oo"  lose^fcoeo't-Mo  ^c'o'no 


38 


GOOD    ROADS 


July  3,  191; 


i 


9 

-    ».■ 


a 


E 


oo 


i. 


e 
E 


MM 


oo 

OO 

ooo 


KB 

•  c  OS   •    ■ 

■  u:  o    •    ■ 


.gtooo 

.      .  00  00  O 


!"!,-> 

KM 

Oo     • 

U3o     • 

M«      • 

o" 

1         l-H 

Oo 


o 
U 


Oac^ 


No        -.: 


p,  a  a  &  a5 

-0©"30oS 
OiflWOO     . 

e^cqOinow 


5 


Ie 


o 


OO'^Ol  rH 


'OOOOOOO 

't-i-ite©  o© 


a  I" 


c 

9 
O 

E 


.+^      00 

:  ;<=o5*. 

.    .oV<e'* 

•    *o     .^ 


•  o   •   • 

•  o    •   • 
■  o    •    • 


a 
.o    • 


c 

3 

e 
B 


:«-  :s 


•© 

'kft' 


5    fi 

> 


i  ^ 
I  -• 

< 


aatt 

OOfH 


loota   'OOO 
ooote   '©CO 

o       I  tdtaaS 


■  ©«© 
•oo© 
•wcao 


•  •  •        oer4 

■    •    -           ©Ot- 

•  •     •             OOMtt 

ooo 
ooo 

•OOO 

•woo 

•■*'0© 

.  .   .        e««« 

.  .   .        ^la 

Mtau3 

.04000 

o"Soo    • 

.o    , 
.o    , 

.<MO 

©    * 

:i| 

•lOO 

©  rH  ifl  OO     • 

•IflO 

o    • 

IflWci-*'     . 

•©   ■ 

:»© 

Oi      . 

:SS 

iH 

CO 

"**■      . 

±o 


'Si*? 

« *  •-  — « 

It  5  a 


:  ■»: 

3  t  S 


■  e  K - 

■  =  -  i. 


?  =  - 


Hi- 

%/  >  9 

■  —  -^ 


"*  s  o  ' 

~~y. 


•9 

B     ..«  :  • 

ookllne 

elmsfor 
ncord    . 
verhill 

<y   • 

u  eS'C  o  ^ 

« 

ttooc^ffi 

KJkI 

.•O  JJa 


B 


e  '" 


v.y. 


u  at 

O  «;• 


fell! 


kL'  m  ?  ™ 


h^  t"  ^  - 
,P  41  «  C 


«2§    «  = 


If  o 


?S        ID  51 

UO>-:WtO 


Tiilv  .^.  1915 


GOOD    ROADS 


'39 


ft    fiS  ■? 

IH         oo <o    • 

00  Oo o    • 

oa         c^th „•    • 

-- M     . 

eo  c^iH 


oo 
oo 
o_o 


.    .    .    .la    . 
.    .    .    .Oi    . 

-o 

•  o 

.    .            .    .    .    .M    . 

•    *            I    ^    '.    '.^    ! 

',eo  1  1  .'  1  1  1  ;!'..'  1  ;  1  , 

■  ■      •     •              WM     * 

■  ■      •     •              00(0 

:  :  :  :     c^'^:  : 

.o    .            

.o    .            

.ir-    .              

o   ■ 

'.    '.         '.     '.     '^.    '. 

•     •     ■     •!>• 

1    1    ■    'eo    '    1    '    1 ■ ', 

.     .     ,     .                    CO     . 

CD  ttt 


00C7>^ 
OOO^ 


oo 
oo 
oo 


•    •            ...    ."*o •            

•    •    •    •'^'O •             

OOO 

<Ncq 

<CU3 

*        •                            *        .                       T-IO         ■                                      ...                                      .                            

...     .lOrH .                

.    .    .    .            .    .    .o 

*o 

o •    •           ,   .    .    . 

•o 

.     .     .     .                 .     .     .(o 

■lO 

-*   I  !  1  !  !  '      !!!''*"           '  '.         I  '.  '  ' 

o 

.o> 

eo 

+1 

•  o   . 
-o    . 


°. :--; 


ot-o 

ot-o 

■o 

•o    • 

OiHo 

••M 

■  o    • 

00  Wirt 

.in 

.rH     . 

CO 

.U3     . 

^ 

s    ,, 

w       + 

CC^O 

Oo 

•^<^o 

t-S      ■ 

(M 

.00     ■ 

,—, 

^fr,  ft 

,-s 

H 

ftftto 

ft 

•OOOiM 

•o   •   •   •   • 

N 

•OrHO 

"o    •   •   •   • 

t- 

:®"-ea 

•o   •   •   •  • 

eo 

.00  CO 

•  ua   .    .    .  . 

CD 

,rH<M 

•  cq   .   .   .  . 

ft  ft  ft  P. 


EtCtuDftft      ft 


,-|00t--^OoO 
"<J"  o  o  t- ■*  o  o  o 

■^}<  CI  o  00  eo  o_o  o_  j_^  (_| 
cous'o -^eo'o  la  oo  ^^^^ 

N        i-H  tH  CO  !5  iH  rH 


■OrHO  -OOOOiHO  • 

■OiHOO  -OOOOOOO  • 

•tHtIH^  'lOOUSO^'O  * 

!oo"t-r  '■«ji"00*"c>00"       o"  '. 


'^O  Ol  O  O  in  o  o  o  o  o  o 
(^Ot-OOitCOOOOO^ 

■— 'o  oousirttcuseoooo 
<D  t-^eoco  eo  o«©c^"iflco  J2 


OOOO  •  'OOlOO 

OOOOO  •  'OtCOC-l 

CltC'*'*  •  -OOOOtH 

t-       N  .  ,r-lCOi-IN 


oooooooooo 

"*OOiHOOooOO 
t-_00  O  in  tD_0_o  C^  O  U5 

Tj*      ■*'■«*■*  e^  00  o  cTo  o" 

CO        tH  rH        i-lrH 


•OcqomcQ 

•Ot-OCCN 
■O'-IO-^'O 


N      Oi-iino  t- 
00  ^d  OS    'lOeo 


o 


^  4)  t-  1>  4, 


K 

u 

V 

c  c  o  t! 

Z  >•  C  w  c 
rf  aj  ri  3 


bo 


©PS 


O-^fttxi  £       O  tn  >  ?  o  Oj: 


^WUOOOUOOOffii-ljHJpHMKm 


40 


GOOD    ROADS 


July  3,  1915 


4 

e 

S 
I." 

o 


}  I 

'  I 

t  * 


a 
E 


I 


c 
a 
e 
E 


il2 


2 


e 
B 

•< 


s 
S  « 

Z     ' 


I'* 


3 


oo    - 


i 


3 

5 


o 
U 


3       2-i 

S        fide    eeo 


As 


1.W  o 


•ooo» 

*0_00,H 


?::::: 

g   .  •   .   .   . 

=  ■;•■". 

o  •  •  •  •  ; 

-••••: 

"    ■its 

1 

1 

'■ «« 

* 

all 

%\  '■■ 


\ 


■<OOOK  J 


c 


3  iS  O 


B 

e 
B    c 

S'       3 


i^ 


•o£  a 

■Si"!? 

ill 


3  '^'^ 

3CS 


iS2 

3>  ca 
£  ° 

'5? 


5^^ 


Coi 

■i^O  .. 
00  o*J 

—  d- 

eg 

£«:-§ 

tin  ^-  t- 

u  4>c-'  to 
^:    » 

ii,  ••" 

-  SiS 


-        ^^  t.  o 

wo 

n^  o: 

oJrH      ^^ 

rtwgoo 

oS 


™       K 

°°.o   . 

§■30 

c  0)2 
£  »  c 

2  M"" 
-  c  t; 
a—  o 
T3  c 
-<  3 
37;!)ll 


-  3 

«ga 
o     c 

u-O  3 
—  CO 

IS- 

x<o  bo 

S  ri— ■ 

Si     o  a> 

■-£  mo 

aw  =  2 

H  3  o  O. 


..o>S 

«'2e-i>o 

■^  »  c 

w  J  c 
CA!J=  u 

o"  c- 
Z      S3 

c»  fl      — 

•o  d~H  d 

i-H  Ih   I  -r" 

S  J  S  ^ 

bCfl)      d 
^.tic'S 

tn  C'7  o 
j)M,d 

2^  -S 

CO        .e4 

73       "O  d 

o  0)  a)  a 

0,2  tj" 

C  a>  a> 
o  ri  t-i 


0«  CO      o  in      C 


■  -     »a 

iot. 


be 

2  o« 


.\  1915 


GOOD    ROADS 


TABLE  IV.-CONSTRUCTION  DETAILS-SHEET  ASPHALT 


-Foundati 


Q  <U 

ll 

city.                    Kind.  ^ 
AIal>aiiiii. 

Gadsden    Concrete  :;:3:.") 

California. 

Bakersfleld.     .  .  .Ash.  Concr 

Long    Beach    Concrete  1:7 

Sacramento     Concrete  .... 

Connecticut. 

Bridgeport   Concrete  ):.'!:i; 

Hartford Concrete  l;3:i; 

New  Haven    Concrete  l;.'!:i; 

DlHt.  of  Columbia. 

Washington Concrete  l:.'<:T 

Illinois. 

Chicago    Concrete  l::!:il 

Roclc    Island    Concrete  l;3:6 

Indiana. 

Fort    Wayne    Concrete  l:;i:r) 

South  Bend Concrete  i:, 

Kansas. 

Salina    Concrete  1:3:6 

Kentucicy. 

Louisville    Concrete  1:3:6 

Louisiana. 

New    Orleans    ....Concrete  1:3:5 

Massachusetts. 

Boston Concrete  1:3:7 

MIciiigan. 

Detroit    Concrete  1:3:6 

Saginaw    Concrete  I:-'/™ 

Minnesota. 

St.  Paul     Concr.   (a)  ... 

Missouri. 

St.  Louis Concrete  1:4:7 

Nebraska. 

Lincoln    Concrete  1:3:6 

Nevada. 
Reno    Cem.  Concr 

Ne^T  Jersey. 

Bayonne    Concrete  1:3:6 

Camden     Concrete  1:3:6 

Newark     Concrete  1:3:6 

New  York. 

Albany    Concrete  1:3:6 

Buffalo    Concrete  .... 

New  York: 

Bronx    Cem.   Concr.  1:3:6 

Brooklyn    Concrete  1:3:6 

Manhattan     Concrete  1:3:6 

Queens     ...Concrete  i:3:6 

Poughkeepsie    ....Concrete  1:3:5 

Schenectady    Concrete  1:":6 

Syracuse Concrete  1:3:6 

Yonkers    Concrete  1:3:5 

North  Carolina. 

Charlotte   Concrete  1:3:6 

Ohio. 

Columbus    Concrete  1:4:7 

Hamilton    Concrete  1:7 

Lorain   Concrete  1:3:6 

Sandusky    Concrete  1:3:6 

Oregon. 

Portland Concrete  1:3:6 

Pennsylvania. 

Allentown     Concrete  1:3:6 

Chester    Concrete  1:3:6 

Dunmore 

Erie Concrete  1:2  V2  : 

Philadelphia    Concrete  1:3:6 

Scranton Concrete  1:3:6 

Wilkes  Barre    ....Concrete  1:3:6 

Rhode  Island. 

Pawtucket Concrete  .... 

Providence     Concrete  1:3:6 


Wearing  Surface 

a 
Q 

|i 

Is 

5 

1 

2            2 

6 

4 

4 
4 

1 

2 
1 

1%        1% 
1%        2% 
1%        1V4 

None 
None 

6 
6 
6 

2 
2 
2 

l^-l'/4    3 
1%-H4    3 
l'/2-l%    3 

5 
5 
5 

6 

2 

1%-1%    3 

5 

6 
5 

2 
2 

l%-2        3V4 
1>A-1%    3 

5 
6 

6 
5 

2 
2 

1     -1%   2'A 
1V4-1%    3 

5 
5 

5 

1 

2 

5 

5 

2 

1-2        3 

5 

6 

2 

2     -1%    3% 

5 

6 

2 

lH-1%  3 

5 

6 
5      6 

2 

2 

1^-2       3^4 
1      -1%    2% 

10 
5 

6 

2 

1-2        3 

5 

1 

5 

2 

1%-1V4    3 

5 

6 

2 

2      -1%    3% 

5 
6 
6 

2 
2 

2 

1      -1%    2% 
1      -2        3 
1V4-2        3% 

5&10 
5  or  10 

6 
6 

3 

3% 

5 
10 

6 
4,  5  or 
6 
6 
6 
6 
6 
6 

2 

6   2 

2 

2 

"2 
2 
2 

1      -Ihi    2^ 
1      -2        3 
I'/i-l^    3 
1-2        3 

1  '  '-2  ■     3'  ' 
1-2        3 
1-2        3 

5 
5 
5 
5 
5 
•  5 
5  or  10 
5 

4 

2 

1-2        3 

5 

6 
6 
6 
6 

2 
2 
2 
2 

1-2        3 
1     -I'A  2% 
1     -1%    2% 
1      -1%    2% 

5 
5 
5 
5 

5 

2 

1      -2        3 

10 

4-5 
6 

2 

1%-1        3 

5 
5 

7      5 

•   6 

6 

6 

2 
2 
2 
2 
2 

1-2 
114-1^    3 
1-2        3 
1-2        3 

5 
5 
5 
5 
10 

2      1 


-Foundation- 


Wearing  Surface 


is 

52 


City.  Kind. 

South   Carolina. 

Anderson Concrete 

Charleston    . .    . .    Concrete 

Tennessee. 

KnoxvlUe Concrete 

.Memphis Concrete 

Utah. 
Ogden Concrete 

Virslnia. 
.Vorfolk Concrete 

Washlnston. 

Aberdeen    Concrete 

Olympia    Concrete 

Seattle    Concrete 

Wisconsin. 

Green   Bay   Concrete 

Madison    Concrete 

Stevens  Point  . . .  .Concrete     .... 
Superior     Concrete     l:2i^:5 


1:3:5 
1:3:6 


1:3:6 
1:3:6 


1:3:6 


1:3:6 
1:3:6 


1:3:5 
1:3:5 


Is 


!S2 
f.5 


1%-lJ 
1V4-M 


si 

CM 


2      ] 


-2        3 

-1%    3% 


4 
4  to  I 


1%-1V4    3 
1      -1%    2% 


-2        3 

-1%  2% 
-2    3 


3 

2 

2H 


§1 


6 

6 

6 
5 

6 

5 

4  (r) 
5 


(a)natural    cement    concrete. 


TABLE    VI.— CONSTRUCTION    DETAILS— BITULITHIC 


-Foundatlon- 


■o 

c 

City  5 

Alabama. 

Gadsden     Concrete 

.\rizona. 

Phoenix     Concrete 

Arkansas. 

Helena    Concrete 

Kansas. 

Rosedale    Concrete 

Louisiana. 

New    Orleans    Concrete 

Massachusetts. 

Boston    Concrete 

Brookline     

New    Bedford    Bkn.  Stone 

Springfield    Concrete 

Missouri. 

St.    Louis    Concrete 

SpringHeld    Concrete 

Montana. 

Billings    Concrete 

Bozeman Rock 

Great  Falls Concrete 

Nebraska. 

Columbus    Concrete 

Ne^v  Hampshire. 
Portsmouth     Concrete 

Ne^v  Jersey 

Newark    Concrete 


O  t.  »> 


1:3:6 


Wearing 
—Surface— 


«-.£(« 


1:3 
1:3 
1:3 
1:3 

lV3':E 

1:4:'! 
1:3:7 

1:6 
1:3 -5 

1:2:4 
1:3:6 
1:3:6 


0-5 

0 


5 
4 
6 

6 

'4 
5 

5 
4 

5 
4 
4 

6% 
4-5 


0.0 


c  3  S 


0-    ^°^ 


2     None 

1%        5     . 
2  5 

2  6 

2>4  .. 
2  5 

2%  B(a) 


TABLE  V.-CONSTRUCTION   DETAILS— ASPHALT  BLOCK  PAVEMENT 


Foundation. 


Wearing  Surface. 


City. 


Kind. 


Washington.   D.   C Concrete 

Savannah,  Ga Sand 

Arkansas   City,   Kan Concrete 

New    Orleans,    La Concrete 

Newark,  N.   J Concrete 

Albany.    N.    Y Concrete 

New  Rochelle,  N.  Y Old   Concrete 

New  York,  N.  Y. — 

Manhattan     Concrete 

Bronx     Cement  Concrete 

Queens    Concrete 

Yonkers,   N.    Y Concrete 

Defiance.    Ohio Concrete 

West  Pittston.  Pa 

.«an   Antonio,  Tex Cnnrrefe 


Proportions 
CPor  con- 
crete). 


1:2^4:5 
1:3:5 
1:3:6 
1:3:6 
1:3:5 

1:3:6 
1:3:6 
1:3:6 
1:3:5 
1:3:» 

lV3':6 


Depth 
(Ins.) 


4 
6 
6 
6 
4 

6 
6 
6 
6 

6% 

■5 


Is  Sand 

Cushion 

Used? 


Yes 
Yes 
Yes   (b) 


Depth  of 

Sand 
Cushion 
(Ins.) 


Kind  of 
Filler 
Used 

Cement   Grout 
Sand 


Tes 
Yes    (c) 


(a)5-year    guarantfe    with    optional    5    years   longer   at   a    fixed    price   per   sq.    yd. 
(d)speclflcatlons   on    which   bids   are   received. 


Sand 
Sand 

Sand 
Sand 
Sand 

None 
Sand    (d) 


Length  of 

Guarantee 

Period 

(Years.) 

5 

'5 

5  or  10 
6 
5 

5 
5 
5 
5 
5 
S 


(b)"sand   and   cement":    (c)"dry   mix" 


42 


GOOD    ROADS 


Julv  3,  1915 


^AMi   Vt-CONST«UCTION    DETAILS-BITUUTHIC    (Conti«u«l) 

Wearing 
FaundaHoo^ ,      ,-Surface-^ 


TABLE    vn -CONSTRUCTION    DETAILS-BITUMINOUS    CONCRETE, 
lABLt     vii.-^,  MIXING  METHOD  (Continued) 

, Foundation ,       r-^^  laims  huihue-^ 


atr 

nam  T*rk. 

Herkimer  . 
Ultl*  PalU 
N««    Rochvll. 

N«w  Tork: 

UUea    

Te«k*ra 


.I'oncrtfte  l;S:S 

, Concrete        I:>M:S 

old.  Macadam 

i*oncreto 


,ind 
old  Macadam 


ScrantOB     Concrete 

Yoi-li     Concrete 


Pr«rld«BC«     Concrete 

AMtU*" Concrete 

Corpus    Ckri»U Concrete 

Hooaloo     Concrete 

San     Antonio  .Concrete 

VlrctBla. 
Richmond  Concrete 

Waakta««ra 

Aberdeen     "i?.?"",'* 

*-»^   '^•"- ?'^rrL".r"        ....  2H(b)lV4       6 

T/^Tr.^'tfr".,•^T;"\b•',«YiV'l."E{i2lY^}..c^^2T-1n.'°X^- 
minoua   cSncretrwIth    IVk-ln.    bltullthlc    top^ 


l:S:B 

1:S:« 
l:J:7 

l:S:S 

1:S:S 


1:S:C 
1:S:6 

1:3:6 

1:7 
1:S:6 

{  1:S     :6 
1:S:6 

1:3:S 

1:3:6 


c 


a-- 


Ok 

52| 

bldu 

1 

6 


2 
3 

IH 


2      . 

2 

2 

7      . 

2 

1V4 


6 

10 


TABLE    VII -CONSTRUCTION    DETAILS-BITUMINOUS    CONCRETE. 
MIXING  METHOD. 

, Foundation ^ 


-Wearing  Surface — > 


5 


I 


risrtAai 
Jaekaonrllle 


a 

I 

"s.  .Concrete 
ntl 
..Old  Mao 
.  .Qravel 

1  .  .Concrete 

.Concrete 


c 
1:2:3% 


C 


4± 

6-8 


Q 


Chicago    Concrete 

BiKin    Concrete 

Branaton Concrete 

Old  Mac 
Waokesan    . . .  Concrete 


Elkhart    Concrete 

Port  Wayne. .  .Concrete 

Itoone     Concrete 

KaBBMi 
Junction  City. .Concrete 
Manhattan    ...Concrete 

Krs«Mkyi 
I»ulsvllle    ....Concrete 

Lake  ChATlea.  .Concrete 
New   Orleans.  .Concrete 
■■■■■rk— rttoi 

Hprlnsfleld     ...Concrete 
Old  Mac. 

Weatboro 

Wcatfleld   Ifacadam 

MIcMoai 
Battle   Creek .  .Concrete 
Detroit     Concrete 


1:2:4 

1:3:6 
1:3:6 

1:3:6 
1:3:6 

1:3:E 
1:3:6 

1:3:4 

1:3:6 
l:5(b) 

1:3:6 

1:3:6 
1:3:5 


o'O 


(a) 
1 


to 

C  3  ^ 


None 
5 


1:7 
1:3:6 


Grand  Rapids. .Concrete  1:3U:7 
Kalaroaaoo    ...Concrete  1:8 


Manlstae    Concrete 


1:3:6 

Bt-'^PaurT'TT" .  .Concrete        1:2:6 

Ml— —til 

JopIlD     Concrete  1:6 

8prtlM(fl«ld    ...Concrete       1:3:7 

■■■•■■■I 
niiaswii    Rock  .... 

Wikiaalm 

Beatrice     Concrete       1:3:6 

IJncoln     I'oncrete       1:2:6 

%r^   HsMiiMblm 
Iji'orila  rroncrata  1:2H:6 

\rm  Jersey  I 
Trrnton    (irConr.        1:1:6 

>p«(  Mesie*! 
l!-.««tfll     Concrete  1:8 


4  to  6 

"  '4 

6 
6 
6 

(S 
5 


2 
2 

IH 

2 
2 

2 
« 
2 


2 
2 

2M 

2 

2 


2(c) 
1 

2 

1 
) 


s 

O   I 

New  Yorki 

New  York: 

Bronx     Concrete  l.i.b 

Richmond   .Old  Mac.  .... 

Utica     Concrete  l:s:7 

No.  Carolina  I 

RalelR-h    Concrete  

Obloi                                 .  ,   „  , 

Uelphos Concrete  1:2:4 

Lakewood    Concrete  1:3:6 

Lima     Concrete  1:3:6 

Ix)rain     Concrete  1:3:6 

Oklahomat  ,   „  . 

Mo.\lester    ....Concrete  1:3:5 

Oreicon: 

Portland    Cr.  Stone  .... 

Salem    Concrete  1:3:6 

Pennsylvania! 

AUento  wn    ...  Old  Mac.  .... 

Northampton  .Slag  Cone.  1:3:6 
Philadelphia  ...Macadam 

and  Cone.  1:3:6 

Rhode    island! 

Pawtucket    ...Concrete        

So.  Cnrollnai  ,   „  , 

Columbia   Concrete  1:3:5 

Spartanburg  ..Concrete  1:3:6 

So.  Dakota  I 

Watertown   ...Concrete  (d) 

Texas I  „  . 

Denlson    Concrete  1:3:5 

Houston    Concrete  1:2V4:5 

Houston    Concrete  1:3:6 

VIrKinIa: 

Danville   Concrete  1:3:6 

WaHblnKton: 

Aberdeen Concrete  .... 

Hoqulam    Concrete  (f) 

No.    Yakima.  .  .Concrete  1:3:5 

Spokane     Concrete  1:3:6 

Walla    Walla 

Wisconsin! 
Madison    Telford         


one 
S 


^(B>t 


0 

0. 

c 

0) 

s=  ?  a; 

4 
■"5 

2 
2 
2 

1 
1 
1 

5 
5 

5 

4 

2 

1 

5 

6 
6 
6 
6 

2 

2 

1 
1 
1 

1 

6 

■  --j 
5 

4 

2 

4 
4 

2M, 
1% 

2 

10 

'"5 

"2% 

..  .  . 

1 

4-5 

2-2  >^ 

1 

3 

4 

2 

1 

4 
4 

2 
2 

1 
1 

5 
6 

5 

2 

1 

5 

5 
5 
6 

2 
2 
2 

1 

5 

.=. 
5 

4 

2 

1 

None 

6 
6 

4 
5 

2 
2 

1% 
2 
(e) 

t 

1 
1 
1 
2 

Nonp 
2 

'  "b 

6 

2yi 


(a)Warrenlte:  (b) gravel  concrete;  (c) depths,  %  in.  and  1% 
In.;  (d)one  sack  cement  to  6  cu.  ft.  of  concrete  in  place;  (e)two 
Itlnds — 3-ln.  bituminous  concrete  with  1%-in.  Topeka  specifica- 
tion top,  and  4-ln.  crushed  stone  base  with  2-in.  Topeka  speci- 
fication top;   (f)one  sack  cement  to  6^^   cu.  ft.  aggregate. 


VIII.— CONSTRUCTION    DETAILS-BITUMINOUS    MACADAM 
(PENETRATION  METHOD). 


TABLE 


City 
California. 

Long    Beach. . 
Redlands    .... 


i^Foundation- 
Depth 
Kind       (Ins.) 


Wearing 

Surface, 

Depth 

(Ins.) 


Binder    Length 

Ap-  of 

plied  by  Guar- 
Gravity  antee 
or  under  Period 
Pressure   (Yrs.) 


e% 


Gravity 
Pressure 


None 


Connectlcnt. 

Danbury    

New  Haven... 
New  London. . 
Putnam    


Georsla. 

Atlanta    . . 


Illinois. 

Chicago    Slag  or 

Stone 

Elgin    Macadam 

Evanston    Slag  and 

Limestone 


2Vi 
2V4 


Gravity 
Pressure     1 
Pressure 
Pressure 


Gravity       None 


Indiana. 

Gary    


.Slag 


9     3 


6     3 


Kansas. 

Atchison Macadam 

Ottawa    Macadam 

Keatncky. 

Bowling    Green..  .Old  W.  B. 
Macadam 
Dayton    Stone 

Ijoulslano. 

Baton   Houm:*- 


6     3 


Gravity       2 
Gravity       3 

Gravity       3 


Gravity       5 
Gravity       2 


6    (4-1) 
4    (3-1) 


6      2 


None 


Maine. 

Portland 


Gravity 

Pressure 
Gravity 


[ulv  3,  1915 


GOOD    ROADS 


43 


TABLE    Vin.-CONSTRUCTION    DETAILS— BITUMINOUS    MACADAM     (PENETRATION   METHOD)    (Continued) 


Wearing 
, — Foundation — ,    Surface, 
Deptti         Depth 
City  Kind       (Ins.)  (Ins.) 

MnssaohuNetts. 

Atliol    

Boston    6 

Brooltline     

Concord    Old  Mac.         6      3 

Havertiill    6    (4-2) 

Loweil     Old  Mac.  4      4 

Needham    Gravel  8     6    (4  and  2) 

No.    Attieboro Gravel  5      4    (3  and  1) 

Northampton 4    (2%-li^) 

Springfleid     Macadam        4      2 

Waltham     Macadam      ..      6    (41^-1-1%) 

Weliesley    Gravel  ..      6 

Westfield     Macadam      .  .      6 

Mlchljj;iin. 

Marquette     W.B.Mac.        6      2    (.1%-!) 

MiHHoarl. 

Kansas    City Base  Rock  .  7     3 

3ievada. 

Reno 7      

Xe^v  Hampshire. 

Laconia    .  .  5    (4-1) 

New  York. 

Hoosick    Palls 6 

Malone 3  8 

Mamaroneck    Telford  8  4 

New    Rochelle..  .  .Macadam        4  2 
New  York. 

Richmond Old  Mac.        ..  3 

Poughkeepsie 8   (4-3-1) 

Syracuse    Limestone      6  3 


Binder    Length 

Ap-              of: 
plied  by     Guar- 
Gravity     antee 
or  under  Period 
Pressure   (Yrs.) 

Pressure 
Pressure 
Pressure 
Pressure 

Pressure 

Pressure 

Pressure 

Pressure 

Gravity 

Pressure 

Pressure 

Pressure 
Pressure 

Gravity 



Gravity 

0  to3 

Pressure 

Pressure 

Gravity 

Pressure 

Pressure 

None 
None 

Gravity 

1 

Gravity 

2 

Wearing 
, — Foundation — ^    Surface, 
Depth        Depth 
City                       Kind      (Ins.)  (Ins.) 

I'ennsylvanlH. 
Pittston    8 

Rhode  Inland. 

Providence    Br'k'n  St'ne 

or  Gravel       5      2% 

South  Carolina. 

Columbia    Concrete         4     2 

Rock    Hill 

Texas 

Longview    Limestone  6  3 

San    Antonio Macadam  6  9 

Wichita   Palls.  ..  .Crushed 

Rock  6  8 


Vermont. 

Rutland    

Virginia. 

Danville    Old  Mac. 

Newport   News... Earth 

West  Virginia. 

Bluefleld    Concrete 

AVisconsin, 

Chippewa    Palls.  .Concrete 

La    Crosse Concrete 

Madison     Telford 


6      2 


21/2 


Binder    Length 

Ap-  of 

piled  by  Ouar- 
Gravity  antee 
or  under  Period 
Pressure   (Yrs.) 

Gravity       

Pressure      

Gravity        

Gravity        


Gravity       1 
Pressure     5 

Gravity       5 


Gravity 


Pressure 


Gravity 


3»^      (3-%) 
2'/i 


Gravity       1 

Gravity        

Gravity       None 


TABLE   IX.-CONSTRUCTION  DETAILS-BRICK. 


-Foundation- 


City  Kind 

Arkansas. 

Fort    Smith 

Helena   Concrete 

Connecticut. 
Norwalk     

Florida. 
Jacksonville     . . .- Concrete 

Georgia. 
Savannah     Sand 

Illinois. 

Blue    Island Concrete 

Chicago    Concrete 

Chicago    Heights Concrete 

Danville     Concrete 

East   St.   Louis Concrete 

Elgin     Concrete 

Evanston    Concrete 

Freeport    J  Concrete 

)  Crushed    Stone 

Herrin     Concrete 

Kankakee     Concrete 

Mattoon     C^oncrete 

Monmouth     Concrete 

Pana     Concrete 

Paris     Concrete 

Peoria     Concrete 

Pontiac     Concrete 

Rockford     Concrete 

Rock     Island Concrete 

Springfield     Concrete 

Taylorville    (Concrete 

Waukegan     Concrete 

Indiana. 

Crawfordsville     Concrete 

Elkhart     Concrete 

Fort  Wayne Concrete 

Gary    Concrete 

Huntington     Concrete 

Laporte     Concrete 

Lebanon     Concrete 

Nob]  PS  v  ill  e      Gravel 

Seymour     

South     Bend Gravel 

Vincennes     Concrete 

lon-a. 

Burlington     Concrete 

Council    Bluffs Concrete 

Fort    Madison Concrete 

Oskaloosa    Concrete 

Sioux    City Concrete 

Kansas. 

.Atchison     Concrete 

Fort     Scott Concrete 

Hutchinson      Concrete 

Independence     Crushed  Stone 

Ottawa    Concrete 

Pittsburg     /Concrete 

Rosedale     Concrete 

Sallna    Concrete 


Proportions 
(For  Concrete) 


1:3:6 


1:3:6 


1:3:6 
1:3:6 
1:3:6 
1:8 
1:3:6 
1:3:6 
1:3:5 
1:2:3 


'^:5 


1:3:6 

1:3:5 

1:10 

1:5 

1:8 

1:8 

1:2:3 

1:2 

1:3:6 

1:3:6 

1:7 

1:2:3 

1:3:6 


1:3:5 

1:6 
1:3:6 
1:3:5 
1:2%: 

1:3:7 


1:3:6 

1:3:6 
1:3:5 
1:3:5 

1:5 
1:21^:4 

1:2%:5 

1:3 -6 

1:3:5 
l:l%:5 
1:3:6 
1:3:6 


Depth 
(Ins.) 


5 
5 

6% 


4 
6 
6 
-5 
4 
5 
5 
6 
6(b) 


6 

6 

6 

10 

'  "6 
5 

4 

4 

4 

4-6 

4 

4 
4 
6 
6 
4 
4 
5 


Depth 

of  Sand 

Cushion 

(Ins.) 

4 
1% 

IH 


2 

2 

2 

2 

1% 

2 

2 

I'A 

lH(a) 

2 


-Wearing  Surface- 


1% 
1% 
2 

1% 


IV2 

'  i 

2 

1V4 
2 
2 

2 

1% 


1 

1^ 
2 

1% 
1 

1 
2 
2 

'2 
H4 
l'/4 
IW 


Kind  of 
Filler  Used 

Sand 

Cement  grout 

Sand 


Length  of 

Guarantee 

Period 

(Years) 


Cement   grout 

2 

Coal    Tar   Pitch 

5 

Asphalt 

10 

Cement 

Cement 

1 

Sand 

5 

Sand 

3 

Sand 

Sand 

None 

Asphalt 

Cement   grout 

1 

Cement 

None 

Sand 

1 

Cement 

None 

Cement 

Cement   grout 

1 

Asphalt 

5 

Asphalt    (c) 

■"5 

Cement 

2 

Cement 

5 
5 
5 

Cement 

Cement  grout 

5 

Cement 

0 

Cement 

5 

Cement 

5 

Cement    grout 

5 

Elastite 

"i 

1 
2 

Sand 

Sand 

■  "2 

Cement 

1 

Cement   grout 

None 

Asphalt 

5 

Asphalt  or  grout 

5 

Asphalt 

1 

Asphalt 

Orout 

2 

Sand 

None 

Texaco 

6 

Asphalt 

5 

GOOD    ROADS 


July  3.  1915 


TABLE  IX.-CONSTRUCTION  DETAILS— BRICK   (ContiBuad) 
Foundation , 


CttT 

LottUrlllr 

llaioa  Roam. 
Uak*    Ckana* 


Kind 


i.'oncrete 


. .  Concrete 
.  .Concrete 


Athol    •  ■  .Concrete 

Canbrldsc                                 .  -  .Concrete 
OrMB«*M  Concrete 

ABBArbor Concrete 

Battle    Cr*ek Concrete 

Detroit    Concrete 

Grand    Rapids Concrete 

loBla > Concrete 

Kalamasoo    ; Concrete 

Lanelas    Concrete 

Nil»»    Gravel 


. .  Concrete 
. .  Macadam 


Proportions 
(For  Concrete) 


!:<:( 


BL  Paul. 
Wlaoaa 


Brookfleld    Sand 

Kaaaaa    City Concrete 

gu    Loula Concrete 

Xekraaka. 

IWatrlce    . .  Concrete 

Kearney    Concrete 

Llnc«l>     • Concrete 

Tork '••  .Concrete 

Xew  Jeeaay* 

Newark     Concrete 

Trenton Grav.  Concrete 

!«•«  Yark. 

Albany    ...  Concrete 

Amaterdam     Concrete 

Buffalo Concrete 

Cornlns    Stone  Concrete 

Elmlra     Concrete 

Homrll     Concrete 

New    Kochelle Concrete 

New  York: 

Richmond  Concrete 

Norwich    .  Concrete 

Oawefo Concrete 

Poushkaepsle  . .  .Concrete 

Schenactady    Concrete 

Solvay    Concrete 

Sjrracnae    

Rarth  Ca>*llBa. 

Charlotte     Concrete 

Bllsabeth    City Eartli 

Ohla. 

Aahtabola     ...Concrete 

Athens     Gravel 

Bellefontaina    Concrete 

Bucrnis 

Chillicothe    Concrete(e) 

Cleveland    ; Concrete 

Columbus Concrete 

Coshocton    .- Gravel 

Dayton    Concrete 

Deflanca Concrete 

Delphoa    Concrete 

East    Liverpool Concrete(f) 

Lakewood     Concrete 

Lima    Concrete 

Lorain    Concrete 

Xaasfleld     Concrete 

Mount  VemoD Concrete 

Newark    Gravel 

Niles    Slag 

PalnesvUle Concrete 

Portsmouth    Concrete 

Sandusky     Concrete 

Btaobenvllle    Concrete 

Zanesvllle    Concrete 


Portland    Concrete 

PvBaaylvaala. 

Alioona    ...  Concrete 

Bradford     Concrete 

Carlisle  Old  Macadam 

Charlerol  Slag 

Corry    Concrete 

wl*  ^ Concrete 

FXBklln    Concrete 

Graeasbarc     Slag 

OraeovlUe  Concrete 

KlOKston  Concrete 

Lansford  Concrete 

Lahlshton    Concrete 

Monneaaen    Stone  and  gravel 

Philadelphia     Concrete 

Pliuton    ConcreU 

I'IrmoDtb     Concrete 

I'ollatown Blag 

5«nkl"     Gravel 

R~^"« Concrete 

M.    Marys Concrete 

Scranlon     Concrete 

■■»''«'"     • .  .Concrete 

WllkM-narrr  ..Concrete 

S.    k'f  .Concrete 

J?"!'*'  .Concrete 

Torh  Concrete 


1:3:6 
1:3:6 


1:S:< 


1:7 
1:3:6 
l:3V|:7 

1:8 


1:1  :S 


Depth 
tins.) 


Depth 
of  Sand 
Cushion 

(Ins.) 


H4 


-Wearing  Surface- 


2 
3 

1V4 

2 

2 

1 

1% 
1 
1 

i^ 

2 

IH 


Kind  of 
Filler  Used 


Cement 

Asphaltic 
Asphalt 


Length  of 

Guarantee 

Period 

(Years) 


Pitch 
Cement 

Cement 
Cement 
Grout 


Pitch 

Asphalt 

Asphalt 


None 


•  •  *  • 

4 

4 

Concrete    . 

2 

1:3:6 

4-5 

1 

Asphalt    and    grout 

5 



6 

1 

Cement  grout 

1:3:6 

4-5 

l'^ 

Asphalt                         1 

and   5 

1:3:4 

1 

Asphalt 

5 

1:3:6 

2 

Grout   or   Asphalt 

1 

1:1:4 

1% 

Asphalt 

6 

1:3:6 

IH 

Cement                       5  or  10(a) 

1:3:6 

1% 

Cement  grout 

1 

1:3:6 

1% 

Cement 

6 

1:3:6 

2 

Cement 

None 

1:10 

1^ 

Cement 

1:3:6 

IVi 

Cement 

6 

1:3:6 

l'/4 

Cement    grout 

5 

1:8 

1 

Cement 

1 

1:3:6 

1% 

Cement  grout 

5 

1:3:6 

IW 

Cement  grout 

1 

1:2:6 

1% 

Cement 

6 

1:3:6 

iV4 

Cement  grout 

6 

1:3      :6  1 
;l:lH:6j 

6 

2 

B 

1:3:6 

6 

1% 

Sand 

5 

1:3:6 

8 

x^ 

Cement  grout 

5 

.... 

1% 

Mortar 

2 

1:3:6 

4 

2 
2 

Cement 

6 

1:3:6 

6 

2 

Asphalt 

6 

6 

1 

Sand 

1 

1 

Cement 

5 

.... 

1% 

Cement 

1 

.... 

.... 

1 

Cement 

1:3:6 

6 

1% 

Cement  grout 

3 

1:4:7 

6 

1V4 

Cement    grout 

6 

.... 

8 

2 

Tar 

5 

1:3:7 

6 

1% 

Cement 

6 

1:3:5 

6 

2 

Cement   grout 

3 

1:3:6 

6 

1 

Asphalt 

5 

1:2:5 

6 

2 

Cement   grout(t) 

1 

1:3:6 

4-6 

1% 

Cement   grout 

3 

1:3:6 

6 

1^ 

Cement 

6 

1:3:6 

6 

1  ^ 

Cement    grout 

5 

\^'' 

4 

1% 

Asphalt 

6 

2 

Pitch  and  Cement 

5 

6 

2 

Cement   grout 

1 

7 

2 

Cement    grout 

2 

1:2V4:5 

6 

1% 

Cement   grout 

None 

6 

2 

Tar  and  Cement 

10 

1:8:6 

6 

1  ^ 

Cement 

3 

1:2:6 

4 

...!'^ 

Grout 
Cement  grout 

1 

1:3:6 

6 

1 

20 

1:3:8 

4-6 

iMi 

Cement    grout 

6 

1:3:6 

6 

1  ^ 

Cement  grout 

5 

12-18 

1X4 

Cement  grout 

.... 

8 

l4-2 

1:6 

5 

Cement  grout 

3 

.... 

4 

5 

1V4 

Cement 

6 

.... 

6 

2 

Sand 

1:4:6 

5 

1% 

Pitch 

3 

1:3:6 

6 

6 

2 

Grout 

6 

1:3:6 

7 

1 

Cement 

6 

8 

2 

Sand 

3 

1:3:6 

6 

1 

Cement  grout 

5 

1:2:5 

5 
6 
8 
8 

1% 

Grout 

5 

"i 

Sand  ' 

. .  .^ 

1:3:6 
1:3:6 

6 
6 

\^ 

Grout 
Grout 

1 

6 

1:3:6 

6 

2 

Cement 

5 

1:3:6 

6 

i^ 

Asphalt 

6 

1:3:6 

6 

2 

Cement 

5 

i* 

iM 

Grout 

None 

6 

2 

Cement 

I 

1:3:5 

6 

} 

Cement 

5 

July  3,  1915 


GOOD    ROADS 


45 


TABLE  IX.— CONSTRUCTION  DETAILS— BRICK  (Continued) 


-Foundation 


City  Kind 

Sonth  Cnrollna. 

Anderson    Concrete 

Columbia     Concrete 

Orangeburg     Concrete 

Spartanburg    Concrete 

Texas. 

Denison     Concrete 

Greenville     Concrete 

Houston    Concrete 

Longview     Concrete 

San    Antonio    Concrete 

Washlngrton. 
Seattle     Concrete 

West  VIrslnla. 

Bluefleld     Concrete 

Huntington     Gravel 

Wisconsin. 

Appleton Concrete 

Eau    Claire    Concrete 

La   Crosse    Concrete 

Madison     Concrete 

Marslifield    Concrete 

Slieboygan     Concrete 

Stevens    Point Sand 


\ 

Proportions 
(For  Concrete) 

Depth 
(Ins.) 

1:3:5 
1:3:5 
1:3:6 
1:3:6 

4 

5 

5 
4 

1:3:6 
1:7 
(1:2V4:5 
1:3      :6 
1:3:6 
1:3:6 

6 

4 
61 

V 
6 

1:3:6 

4—6 

1:3:6 

4 
10 

1:3:6 

1:3:6 

1:2«,:5 

1:3:5 

1:2:4 

1:3:5 

5 
6 
6 
6 
6 
6 

Depth 

of  Sand 

Cushion 

(Ins.) 


2 

1% 
1% 


2 

\^ 

2 
1% 

1% 

1% 


1 
1% 

2 
> 

1% 


, Wearing  Surface — — -j 

'  Length  of 

Guarantee 
Kind  of  Period 

Filler  Used  (Years) 


Cement  grout 

Pitch 

Cement 


Texaco 


Cement 
Asphalt 

Grout 

Asphalt 
Sand 

(Srout 

Cement 

Asphalt 

Grout 

Cement    grout 

Cement   grout 

Grout 


None 
5 

None 
5 


(a)  on  a  %-in.  course  of  screenings;  (b)  4  ins.  on  alley  paving;  Cc)sand  filler  on  alley  paving;  (d)5-year  guarantee  with 
optional  5  years  longer  at  a  fixed  price  per  sq.  yd.;  (e)rolledgravel  also  used;  (f)gravel  foundation  with  sand  filler  also 
used;    (g)    3-ln.   vertical    fiber    brick   on   ll^-in.    sand   cushion;    standard  brick  on  1-in.  cushion. 


TABLE  X.-CONSTRUCTION  DETAILS.-CONCRETE 

Depth  of  Concrete,  Ins. 


City 

Arkansas. 

Fort  Smith    . 

California. 

Santa  Ana.  . 


Colorado. 

Boulder    

Conneetlcnt. 

Hartford    

Norwalk     


Number  of     First 
Courses      Course 
(Concrete) 


Georgia. 

Macon    . . . 


Illinois. 

Charleston 
Chicago  . . 
Kankakee 
Mattoon  . . 
Peoria  . . . . 
Rockford  . 
TaylorvUle. 


Indiana. 

Anderson    . .  . 

Elkhart    

Fort    Wayne. 
Gary 


Huntington 
Seymour  .  . 
South  Bend. 


lon^a. 

Burlington  .  .  . . 
Cedar  Rapids.. 
Council  Bluffs. 
Fort  Dodge. . . 
Marshalltown  . 
Sioux    City 


Kansas. 

Atchison    

Tola     

Junction   City 
Manhattan    . .  . 
Pittsburg    . .  . . 


Massachusetts. 

Springfield    

Michigan. 

Alpena     

Ann    Arbor 

Coldwater    

Detroit     

Dowagiac    

Grand    Rapids 

Lansing     

Manistee    

Minnesota. 

Chisholm     

Mankato     

Rochester    

St.  Cloud 

St.    Paul 


Second 
Course 


2 

4 

2 

1 

2 

5% 

2 

2 

4^ 

1% 

1 

2 

4 

2 

2 

6 

2 

1 

•    •   ■    - 

9 

5 

2 

1 

7 

2 

6 

1% 

1 

2 

5% 

1% 

1 

1 

2 

5 

2 

1 

"5 

2 

5 

2 

1 

2 

5 

1 

2 

4 

2 

1 

1 

1 

2 

6 

2 

5 

2 

1 

1 

2 

4 

2 

2 

5% 

1 

1 

1 

2 

5 

3 

1 

6 

1 

1 

7 

2 

5 

2 

2 

5 

IV 

Total 


Propor 

tions 

With  or 

Without 

Bituminous 

Topping 

Length  of 

Guarantee 

Period 

(Years) 

r 

First 
Course 

Second 
Course 

1:6 

without 

.... 

1:3:6 

with 

l:2%:4l^ 

1:2 

without 

.... 

1:2:4 
1:2:4 

with 
without 

1:2:3 


Tvith 


6 

without 

none 

7 

1:2:3 

both 

2 

7H 

1:2-V4:4 

.... 

without 

1 

6 

without 

none 

6 

1:2:3 

without 

.... 

6 

1:3:6 

.... 

without 

.... 

6 

1:2:3% 

without 

5 

g 

l:2%:4 

1:2 

without 

6 

without 

5 

7 

1:2:4 

1:1 

without 

6 

7 

1:2:3 

without 

.... 

7% 

1:2%:4 

1:1% 

without 

2 

8 

without 

6 

7 

1:2:4 

1:2 

without 

6 

7 

without 

1 

6 

1:2:4 

without 

2 

7 

without 

•   >  •  • 

6H 

1:3:5 

without 

•   ■  >   • 

1:2:5 

with 

5 

7 

1:2%:5 

without 

.  none 

6 

without 

none 

6 

1:2%:5 

without 

6 

6 

1:2%:6 

without 

6 

1:2:4 

without 

5 

6 

1:3% 

without 

6 

6 

without 

none 

6 

1:2:4 

with 



S 

1:6 

without 

7 

1:2 

with 

6 

1:8 

with 

.... 

2 

1:3:6 

without 

6 

1:7 

1:2 

without 

6^ 

1:2H:5 

without 

5 

6 

with 

5-6 

(a) 

both 

(b) 

8 

1:2:3 

without 

6 

1:2%:4% 

without 

none 

5 

1:3:5 

with 

5 

7 

1:2:3 

without 

7 

1:2%:5 

1:1:1 

without 

2 

6V4 

without 

•  •  •  t 

46 


GOOD    ROADS 

TABLE  X.-C0NSTRUCT10N    DETAILS.-CONCRETE    (Continu«J) 


ulv 


1915 


Depth  of  Concrete.  Ins. 


Proportions 


titr 


TrantoB    . . 
BUUacs 


City. 


N«w    Bmnawtrk 
Raw  Vark. 

AlbMT     

Port  Chester. 
8elMn*cl«dr  . 
T««aw«iida    . 


CtovaUuid 
Dayton  ... 
Suraaskr  ■ 


Portland 
Salem  . . . 

PaaaajriTaala. 

OarlUle    

Camerl*   

Raadlns    

West  Pittaton    . . . 

Soatk  CarsUaa. 
Columbia 

Soatk  Dakata. 
Watcrtown   

Tvxas. 

Auttin     

irichlta  Fall* 

WaaklBctaa. 
Abardeen  ... 

Boqulam    

North  Y&klma  . . . 

Olrmpla 

Baattlo  

Bpekana 


AppUton   . . 

Bau  Claire  . 

Marloatta  .. 
Shaborran 
Suparlor  . . . 


Nnmbar  of     First 
Coursea     Course 
(Concrete) 

J  

1  

I  


1 
1 
3 

1 
1(d) 

1 
I 

1 
2 
S 

1 

1 

i 

2 


2 

1 
1 

a 

11 


1 

2 
2 
3 


4 

S 
5 
S 

i 

4^ 


4^4 


4H 
4 
-( 


l"" 


Second 
Course 


H 


2 

IWr 


IH 
IH 


IH 


Total 

5 
6 
6 

r. 

«— 8 

7 
6 

e 

6 

8 
6 
6 


6% 

7 
R 

7 
8 

7 

S 
6 

6 
6 
8 
5 

6 

6—8(0) 

6 
< 

8 
6 
6 
6 

8% 
6—8 


6—8 
6—7 

7 

7% 


First 
Course 

1:2U:B 

'■%\'^ 

1:6 
1:2V4:4\4 

1:2:4 
1:1V^:8 

1:6 
1:2:4 

1:2:4 
1:3:6 
1:2:4 

1:2:4 

1:8:6 

1:2:4 

1:2:4 

1:H4:3 

1:3:6 

i:'2:4 

1:2:4 
1:2:4 


1:2:4 
1:3:6 


1:7 
1:3:5 


1:2:4 
1:3:6 
1:3:8 
1:3:6 


1:3:6 
1:2:3 

1:2H:5 


Second 
Course 


1:11^:3 


1:4 


1:1:1% 


With  or 

Without 

Bituminous 

Topping 

"Dolarway" 
without 

"]>olarway" 
without 
without 

with 
without 
without 
without 

without 
without 

without 
without 
without 

with 

with 
without 

without 
without 

without 
without 
without 

without 
without 

without 

with 

with 
without 

without 

without 

without 
without 

without 
without 
without 
without 
without 

with 
Without 

without 
without 
without 
without 
without 


;^'~ngth  of 

Guarantee 

Period 

(Years) 


3 

none 

I 

B 
7 
3 


6 

6 
3 
3 

5 
5 
5 

10 
none 


none 
2 


(a)l:m:t  for  plain   concrete  and   1:8:6   for  concrete  with   bituminous   topping;    (b)5   years  for   plain   concrete;    (c)6   1ns. 
for  alleys  and  t  Ins.  for  streets:   (d)alley  pavement 


TABLE  XI.-CONSTRUCTION  DETAILS— STONE  BLOCK 


Foundation. 


Kind. 

aty. 

BrldKcport.  Conn Concrete 

Atlanta.  Oa Cinders 

Savannah.  Ga Sand 

CblcaKo    III Concrete 

New  Orleans,  La Concrete 

Blddcford.  Me Gravel 

Portland,  lie 

Athol.  Maaa Band 

Boalon,  Ifaas Concrete 

Oambrfdce.  Mass Concrete 

HarerhllT.  Mass 

Lawrence,   Maas 

Lowell.   Maas Natural   Soil 

New  Bedford.  Maas Concrete 

Xprlnrfleld.  Mass Concrete 

r>etrolt,  Mich Concrete 

Minneapolis.  Minn 

Red  Wlnic.  Minn....'. 

St.   Paul.  Minn Concrete 

Camden.  X.  J Concrete 

Newark,  N.   J Concrete 

Albany.   N.   T Concrete 

Ameterdam,  N.  T 

Buffalo.  N.   T Concrete 

tittle  Falls    N    T Concrete 

New  Tork.  N    T  — 

Bronx. ...  . . .  (r) 

Brooklyn.  ..Concrete 

Manhattan Concrete 

Queens Concrete 

Richmond Concrete 

Sebaoactady,  N.  T Concrete 


frrscosa.  M._T.. 
Toakera. 


K.  T Concrete 

Cleveland.  Ohio Concrete 

rolumbns,  Ohio Concrete 

Portland.  Ora Concrete 


Proportions 
For  con- 
crete. 
1:3:6 


1:3:6 
1:3:6 
1:4:7 
1:3:6 


Depth 
(Ins.) 


'  'l':S':6 
1:3:5 

6 
6 
6 

'  ■l:3:7 
1:2^:5 

5 

'  'l:V:8 
1:8:6 

5 
5 

■  V:2:5 
1:3:6 
1:3:6 
1:3:6 

'h 

6 
6 
6 

"i:ld 
l:2>/4:5 

6 
5 

(r) 
1:3:6 
l:3:fi 
1:3:6 
1:3:6 
1:3:6 

(r> 
6 
6 
6 
8 
6 

Depth  of 

Sand 
Cushion 
(Ins.) 
1% 


2 

J^ 
2 

2 
2 
1 
2 
2 

2 
2 

1% 

1 

1 

3 

I 'A 

l'/4 

2 

3 

2 

H4 

(1) 


Wearing  Surface. 


Kind 
of  Stone. 


Granite 


Kind  of 
Filler 
Used. 
Cement 
Sand 
Sand 

Coal  tar  pitch 
Cement  mortar 


Length  of 
Guarantee 
Period 
(Years). 


Grout 


Grout-gravel 


Cement  grout 
Cement  grout 
Cement  grout 
Cement  grout 
Grout 


20 


.Sandstone 

Cement  grout 

Granite 

Sand 

Sandstone 

Cement  grout 

Sandstone 

Cement  grout 

Cement  grout 

Granite     (a) 

Cement  grout          5 

Cement  grout 

Sandstone 

Pitch 

Cement  grout 

Asphalt 

<r) 

(r) 

Granite 

Coal  tar  pitch  &  gravel 

Cement  &  sand 

Tmpr.     Gran. 

Cem.  &  bituminous 

Bituminous 

Granite 

Sand 

Sandstone 

Mortar 

Cement  grout 

Medina 

Cement  grout 

Cement  grout 

f . , . , , 

5-10(b) 
5 


?9 


July  3,  1915 


GOOD    ROADS 


47 


TABLE    XI.-CONSTRUCTION    DETAILS-STONE    BLOCK    (Continued) 


Foundation. 


Grit 


Kind. 
City. 

Altoona,  Penn Conor,  and  Gravel 

Piiiladelphia,    Penn Concrete 

Reading,    Penn Jjimeston 

Scranton,    Penn Hand 

Willies-Barre,    Penn Concrete 

Providence,   R.   I Concrete 

Woonsocliet,   R.   I Concrete 

Danville,    Va Concrete 

Seattle,    Wasli Concrete 

Madison,    Wis Concrete 

She.vboygan,    Wis Concrete 


Proportions 
For  con- 
crete). 
1:3:8 
1:3:6 


1:3:6 
1:3:6 

'lV3':6 
1:3:6 
1:3:5 
1:3:5 


Deptii 

(Ins.) 

4 
6 
3 
3 
6 
6 
6 
4 
4-6 
6 
6 


Deptli  of 

Sand 
Cusiiion 
(Ins.) 
2 
1% 

3 

2 

1 

1  to2 


Kind 
of  Stone 


Granite 
Granite 


Wearing  Surface. 


Sandstone 
Sandstone 


Kind  of 
Filler 
Used. 

Cement  grout 
Cement  grout 


Sand 
Cement  grout 

(c) 
Cement 
Asplialt 
Grout 
Cement  grout 


Lengtii  of 
Guarantee 
Period 
(Years).  ■ 
6 
6 
1 
5 


(a)nevf  or   napped  bloclis;    (b)5-year  guarantee  with  optional  B  years  more  at  a  fixed  price  per  sq.  yd.:   (c)cement  grout 
or  pea  gravel   and  paving  cement;    (d)l-in.   cushion;   1  cement.    3  sand.  h    j     ,   v   /   c     ^..l  e'uut 


TABLE  XII.— CONSTRUCTION  DETAILS— WOOD  BLOCK 


Foundation- 


City  Kind 

Bridgeport,  Conn Concrete 

New   Haven,   Conn Concrete 

Atlanta,  Ga Concrete 

Chicago,   111 Concrete 

Granite  City,  III Concrete 

Cedar  Rapids,  la Concrete 

Louisville,    Ky Concrete 

New  Orleans,  La Concrete 

Boston,    Mass Concrete 

Cambridge,  Mass Concrete 

Springfield,  Mass Concrete 

Detroit,    Mich Concrete 

New    Ulm,    Minn (Concrete 

Red   Wing,    Minn Concrete 

Rochester,    Minn Concrete 

St.   Paul,  Minn Concrete 

Joplln,   Mo Concrete 

Kansas  City,  Mo Concrete 

St.  Louis,  Mo (joncrete 

Billings,    Mont Concrete 

Great   Falls,    Mont Concrete 

Newark,    N.    J Concrete 

Albany,   N.   Y Concrete 

New  York,  N.  Y.: 

Brooklvn Concrete 

Manhattan    Concrete 

Richmond    Old  Concrete 

Dayton,  Ohio   Concrete 

Portland,    Ore Concrete 

Lebanon,   Pa Concrete 

Philadelphia,    Pa Concrete 

Reading.    Pa.    .  ^ Concrete 

York,    Pa Concrete 

Providence,   R.    I Concrete 

Charleston,  S.  C Concrete 

Austin,   Texas    .... 

Houston,  Texas Concrete 

San    Antonio,   Texas    Concrete 

Seattle,  Wash Concrete 

Spokane,   Wash Concrete 


Proportions 
(For  Con- 
crete) 
1:3:6 
1:3:6 

1;'3:6 
1:3:5 
1:3:5 
1:3:6 
1:3:5 
1:3:7 
1:2%:5 
1:3:6 
1:3:6 
1:3:5 
1:7 
1:3:6 
1:2:6 

1:3':6 

■  i':6 
1:3:5 
1:3:6 
1:3:6 

1:3:6 
1:3:6 

1:3':  7 
1:3:6 
1:3:6 
1:3:6 
1:3:6 
1:3:5 
1:3:6 
1:3:6 

(  1:2h':5 
1      1:3:6 

1:3:6 

1:3:6 

1:3:6 


Depth  of 

Sand 
Cushion 
Depth  (Ins.)         (Ins.) 


I] 


1 
1 


1 

1 

1 

1 

1 

1 
-1 

1 

1 
% 
% 

(b) 
% 
(b) 
1 
(c) 


i— 1 

"i 


(b) 
(d) 


-Wearing  Siirface- 


Kind  of 

Filler  Used 

Sand 

Sand 

Sand 

Coal  tar  pitch 
Pitch 
Asphalt 


Length  of 

Guarantee 

Period  (Years) 


5 
5 
3 

5 

None 


Coal  tar  pav.  pitch 

Grout 

Cement 

Sand  

Sand  and  tar  .... 

Tar  5 

Pitch  

Pitch  5 

Pitch  

Sand  None 

Asphalt  5 

Sand  

Asphalt  &  pitch  mixed   6 

Pitch  5 

Sand  5-10(a) 

Sand  6 


Sand 
Bitumen 
Sand 
Sand 

Sand 

Sand 

Dry   sand 

Sand 

Sand 

Sand 

Pitch 


Sand-cement 
Asphalt 


6 
6 
6 
5 
20 

"5 
1 
6 
6 
6 


(a)5-year  guarantee  with  optional  5  years  at  a  fixed  price    per    sq.    yd.; 
cement,    4    sand;    (d)some    y2-in.    mortar    cushion;    some    1-in.    sand   cushion. 


(b)'/i-in.    mortar    cushion;     (c)l-ln.    cushion;    1 


Philadelphia,  Pa. — Work  under  sheet  asphalt  was  paving  and 
repaying;  bituminous  concrete  work  included  surfacing  and 
resurfacing. 

Wilkes-Barre,  Pa. — Costs  for  different  kinds  of  pavement  laid 
in  1914  not  separated.  Total  cost,  including  foundation  and 
grading,  $162, .")82  for  the  following  work:  sheet  asphalt,  43,887 
sq.  yds.;  brick,  18,070  sq.  yds.;  stone  block,  513  sq.  yds. 

Rutland,  Vt. — Cost  includes  pavement  only;  foundation  had 
been  built  previously. 

Hoqulam,  Wash. — Cost  of  concrete  without  tjituminous 
topping  includes  curbs,  catch  basins.  Inlets  and  drains. 

Walla  Walla,  Wash. — BituUthlc  laid  was  a  H^-ln.  bltulithic 
wearing  surface  on  a  2^^-in.  bituminous  concrete  foundation. 
Notes  on  Table  II-B. 

Danbury,  Conn. — "Other  Kinds"  comprise  12,500  sq.  yds.  of 
Amiesite  on  concrete  foundation  at  a  cost  of  $1.75  per  sq.  yd. 
and  18,600  sq.  yds.  of  Amiesite  on  a  "ballast"  base  at  $1.05  per 
sq.  yd.,  both  prices  including  foundation  but  not  grading. 

Hartford,  Conn.^ — Macadam  laid  by  city  labor. 

Atlanta,  Ga. — Old  stone  block. 

Evanston,  111. — Brick  pavement  laid  in  1914  comprised  9,715 
sq.  yds.  on  concrete  foundation  at  a  cost  of  $25,998,  and  4,335 
sq.  yds.  on  sand  at  a  cost  of  $6,724,  both  costs  including  foun- 
dation but  not  grading. 

Freeport,  111. — Brick  pavement  laid  includes  12,990  sq.  yds. 
pt   pavement-op.  ^  concrete   foundation,   costing    $24,421.90,   in- 


cluding foundation  but  not  grading;  12,415  sq.  yds.  of  pavement 
on  a  crushed  stone  foundation,  costing  $19,429,  including 
foundation  but  not  grading,  and  1,000  sq.  yds.  of  bridge  fioor 
paving,   costing   $2,000. 

.\rkansas  City,  Kan. — Pavement  laid  in  1914  was  a  114-in. 
rock  asphalt  wearing  surface  on  a  4-in.  1:2%  :5  concrete  foun- 
dation  with  a  5-year  guarantee. 

Independence,  Kan. — Brick  paving  laid  included  7,033  sq.  yds. 
of  standard  brick  paving  at  $1.32  per  sq.  yd.,  including  founda- 
tion but  not  grading,  and  1,500  sq.  yds.  of  fiber  block,  costing 
$1.25   per  sq.   yd.,   including   foundation   but   not   grading. 

Houlton,  Me. — Work  in  1914  comprised  about  2,200  lln.  ft.  of 
gravel  and  stone  water  bound  macadam  road,  the  total  cost. 
Including  rock  excavation,  drainage  and  surfacing,  being  $2,- 
746.45. 

Baltimore,  Md. — Work  under  Jurisdiction  of  Paving  Commis- 
sion, only.  Contract  prices  as  follows:  Brick  block  paving, 
average  exclusive  of  unusual  bids,  $2.07  to  $2.30  per  sq.  yd.; 
stone  block,  old  block,  new  block,  etc.,  average  $1.25  to  $4.08; 
wood  block,  average  $2.47  to  $2.85;  scoria  block  (included 
under  "other  kinds")   average  $2.95  to  $3.85. 

Haverhill.  Mass. — Stone  block  paving  laid  in  1914  included 
1,177  sq.  yds.,  costing  $3,531,  including  grading,  and  relaying 
14,430  sq.  yds.,  at  a  cost  of  $11,638,  including  grading. 

New  Bedford,  Mass. — Endurite. 

[Notes  continued  on  pa^e  64] 


48 


GOOD    ROADS 


July  3,  1915 


dc 

mo 
«•* 
At 


:  :  :|; 

o 

•  •     o 

as 

C4 

'  '     « 

lei" 

'   *   'm   ' 

e* 

« 

«« 

5    g    . 


I  ■•i 


::a 


So 


■o  •   •   -2 


:g  :  : 


;ogs  :Ȥ 


S  -1 


s 


lb 
o 


> 


go      •- 


£2»    «»  ; 


Xkl. 

•5 


t-"*         o« 


o§  :»« 


.W    .rH*^         «» 


:"*«  : 


^e4^^^^r^ 


.^o"* 

•w^'- 


••••  ^wi         ♦;•*••     '.9*         »i*^     !•-<  ;»-<^»Hr-;     \^r^^ 


"'OS'Hpj  ^r 


■OU5   'S^^Se*    *S®»ft 


•e^W,H     ;C^r-* 


Oo      5?ooa 


OOgOOOoO        MAOAOAAO° 


_2®oo       U>QOo 

g9oM>o     «5oo 

i 


ooooooooS 

OOOOOOiOtO"" 
WU3  ifl  us  W  ,o  1^  -r  ^ 


CiOo        OoOoi 


OOo        OoOo 
U»U»0        "^OU9o 


00     -00         OOA 


O^OOOOOlo*  OOO®^    ,00000        ooo^oo 


80*^oO        lOOOO        00U30     -Co 
oc^oio      r^Otoua      oomo    -oo 


.o 

o 

o    ■ 

udooo 

.kO 

o 

U)      . 

t-ooo 

;« 

^ 

M  ; 

c^mMM 

Om9      io   -Qj 


oo    ' 

.     .O 

o 

US  to    • 

*     •*^. 

kO 

Moo  ; 

•    'ci 

i 

to 

I       C^        MO         lod         >-ia      Mia^Mio 
E  <        -"-^  #»••  -^»H       mmMmm 

'5^  II 


M     .MW 


Oiao      ooiaud 
»MO      tauic^t- 


ioooo*=^ooo    ;ia®o  opinio  OOO 


oo  "ooooo   •OoousS   "O   -oo 

Oo    *OM"50,o     .OiOMM*-^     'US    'USO 
«•*     !uj     'coco     ■     'COMNM*^     *'**    *M^ 


9o©o   'Oooiad    .o   -OO 
•lousua    •oocsici'^    -o    -ooua 


-oo'='S 


|V     ,M*CU5 


MM  MM  ^M  M  F-4  «■ 


® 


Oio 


OU30 

taenia 


poio 

SON 


oo^Sooooo^^oooioo 

OOP^^OOC^O^IOO-^MO 

e^«      MC4ff'iVie<i^e<iMo)eqM 


ll 


5|f 


(t  •  c 


■«a 


Cw       3- 


a 
o 

ss 

—  c 

E-      =3 

•oo  u  3 


a 


5*3  ®  J2 


July  3,  1915 


GOOD    ROADS 


49 


i>. 


■M      i*^^ 


IS       ^i 


sss 


ss 


-■is,-"  -^  ■     -r     " 


oOo 

:S§ 

•  o    .    ' 

o'='o 

•  o   •   • 

o«^t-^ 

•ss 

- 

:s  :  ' 

eoff^-H 

•    1     '. 

ca 

ifl'o 

WM 

<:  > 

o 

o 

C4 

•■^    . 

iftO 

la 

.oog 

U3      .      • 

•  OS 

■cpeo 

M 

^'^. 


■  'J  H*"»'®. 


lOOOoOoSlOlOiA 


-O    .O    . 


•  t-      'rH      -Ot-      "O      .  Oa  ff^ ''^  e^  I'S  rH  u3 


p>3  _  PI-,  _  -.,  ?i  *— ^ «..  «A  .      — .  "r  w> .— 


iH  rH  r-t  1-t '"•  tH  r- 


1"     I  T 


-»«         •-< 


ooooo    •Oo''*    -oo 


CSOi^OoOOO 


«'OS0O'50cio3^>5000O00°'O030  0^°^OO'^aO*®00      .00 


3000o,o»000 

isirtOifflo-t-o*^ 


>OOOOu3«**^ 
,  O  O  i^  <M  t,  O  W 


oo^         o<^ooo 

OO^  lO^soO"^ 

lO  ■^'  «5  -t-'  "^  ■*  Jft  ■* 


-^ U5  ^  «>'  •^'  *r  t^  -i"*  -*• »«    ; ifi  lo  ir  ui -^  i(^  o  -^  in  V 


■  oooo^<^c>         ooc 

•ir,  00*^,^00  OOO 


soooOo        ooooo*^ 


coco    .eocc 


•lOO     -COo 
! «  M    I  <r^*  "^s  M 


I 


|m      ece^Moc^eoeo*^ 


ijoooo    -ooooo 

•OOiOuj     .0'<f"3"^i0 


*c    ,c^ tAe^-^ 


■oo     'OO     .     -lOoOOifS 
oo     -USO     •     •  t- -^t- "5  U5  C<J 


O  O  O  o  lO  O  S  i« '='»ffl 
00i0  0t-o9l>-0^ 


woifloOirt 
e^ics'MOOe^ 


^OOirtt-jOUSOOOio 

•  OOt-^Ot-^oOOt- 

lOo 


MtHiHNN 


O  "SOinOoOiffliO  ^  OMO""  oo'^wc-i^us"'** 

(^  t-OeqOu5iot-c-i-  owo^;oo'^**ff'i5^t-^*^ 


3 
C 
■<-) 
S 

o 
o 

« 
s 


^   -c  o 

■— (       V  en 
5  WJ  o      t-  c  <n  C 


^    5o.2  'I'  §J=  Mo,  aj- 


St.    •  £«  o 

o  o  •  StiS 
=  •7-"'-    cf.i:g„OBj(a5g^     OJ 


GOOD    ROADS 


July  3,  1915 


f    f 


ii 
in 


;;T 


a  5  ; 


:  :«o  :  .  .^ 

•    •Srt    •    •    • 


O©    -00    •$ 

oo    •    ■    -^ 


*o<o   'O   •   •la  *■«' 
•  Mae   ;^   I   "oe   I   ' 


a  ■;= 


s? 

J 

-^ 

i 

3 

1= 

3 

I 

1{ 

a 

oOt 

$ 

• 

c -— 

J 

-P 

§ 

tEu 
o  e  c 

! 

rs* 

8 

c  .■ 

a 

2S5 

z 

: 

^ 

! 

hi 

•s> 

1     : 

,1'= 

M    i 

Sa 

4     ■ 

<     > 

^  >■ 

H     ' 

*    »e 

.  s< 

^  ® 


•     •  ®     '  r4  ^  «^ 


^  ^  rH        lO  r 


rH  W-'  CI 


•CO     -NO 


MN      w 


OIAOa     •     -"SO 


«i-*THr^        rH 


OO 

•  o  ?  'ft  * 

U500     • 

toot-    ■ 

eoio'* 

•  to 

•oo 

■lOO 

eOrK 

■^kJ,-;^ 

t-Je^i-J   ; 

tHC^CO 

*f-J 

.eoeo 

OO 

00  lO 

oooio'ftoo 

*D  to  ofl  O  "^  CO  ■**• 

o-^ioo 

•O 

•Olrt 
•UJt^ 

rHC<i 

cqc^ciin 

iHr-JiH 

\rA 

I»^* 

<*a»*0  oe*0Ok  *  aooe  x 


OtoOoOOOoOO 

OM^oOtaOooo 
•o  u)^  «e  •a  (O  ^  u?' to  CO 


»o**oooooo  = 
ao'^*a9^ooo;i 

«MMMMMnMr9fC 


OAOo9aoO<^oaoOA0>oO<3o 


000*0*000000010  000 

»oiooe4'o^>oooiooo»oOia 


■oooo   •    -oO   -o^o   -oo 

•OOu9u9    •     -oo    '©"So    'lOiO 


SiOe   .   .   .o   'O   .©Oio 
oio   •   •   'O    'O   'lo^e* 

^••w  1  1  *»o  ;*«  *««« 


o©oMo©ooo©tatoo©©io 
«>  » lo  «  o  o  o  ©  o  ©  t-- 1- o  o  o  « 
MMM<^OqffJMo4M*ie4<^»ieaMe4 


QOOOOgoOOOOO 


OOOo©^^— '* 


eoMM'^'^eOMSioco 


lO    .M«Meo^-*<o 


e4cqe<ie<ie4cq»ie4M 


OiOoOOO®  O© 


-MeO'^IO-^ 


©o©©oo 
ioousoOla 

Mpieoto"*e<J 


■^n-^mcoco 


e4<-ie4(Neae^<M 


oooooooo 


©Oo 
©Oio 


o©©© 


^    .     e^ioui 


■  o©©© 

•  OCO©© 

'lo    'eoio 


e^e^ejeq    'eio^t^^ 


S  *•      *"     o 


at,-'' 


<D- 


t 

a 
e 

S    g  oSc     «  = 


m 

g    cSs 

0  .5  £  rt  = 

"^  S  o  t.  2 


u 


I  If 1 1=1^ 

^  0)  o  ;-  o5  aJ  o  o 


July  3,  1915 


GOOD    ROADS 


51 


sss 


oo© 
coeoeq 


3    S 


O  /-N  y~^C 


s  ^aB     sS 


s^ 


.eOf-tt-    .    . 


S  §  §  §5  S 


1 1 


iHl^OO 


MO     ■o'^.Cfl'=» 


,(M^-      ^^f 


3  ^^ 

•oo     •     •it;tO<ci     "lOOldlOojrtlO 

•oO    •    'ecc^©    -ooowcooooo*^ 


'"•'"'    iDie^car-Io' 


cq       rHr-IC<IC^ 


Hi-H         t-trHi-(.-l 


<'*'S>DO*3S^OiO> 


OOV^OO  >0  00  30  00  00  00  00qoOO        00  O)  00  00  00  oo  00  00  00  CO  00     • 


ooooOo 


OOiOOOoOOiOoOO    .qooo* 


0*^0  -  O^oO 

o"^  =>  =  o^oO 

?d  **  '-O  lO  to  '*  «D  u» 


-•^  i-iftira  ti  "O 


lo  in  tft  lo 


^■vco  eo«o  ^ 


■  OOO^O 

.  la  o  "^  Q  o 


.CO    'ua'M    .■V 


-t"r '?1  !M  eo  "5  C'J  CO  CO     .■^■^ 


fC-1  ^  M  'f'  ^ 


coeo-r    .eo  co  - 


•  OO 

•  uao 

-ooo 

•OOlO 

OOOO 
OOOU5 

lie  CO    • 

1 

1 

coifflioeq 

•OO     • 
■U510     ■ 

•OO 
•OO 

.  -o 
.    -o 

'eie4   ; 

.'•'CO 

.cq      eo      f 

COo 

;  ;co 

ooo    ■ 

lOlOlrt     ■ 

■o    • 

•  o   • 

•O'^'    •     -o 
•  o-*    •    -o 

•  OO 
.U30 

NC^ieo    1 

.CO  ; 

.  ■^*       !   .  -^ 

'e^eq 

a, 
S 

B 
S 


I 


-<  rH  rH        i-H  C^l  - 


■'c-l'-'i-tr-iMeqC^^T- 


CO 

C 

S2 

t  g  S  -J-g  S  ! 
3  rt  a>  0.4  3  ! 


h?^ 


5  °i:  =3' 


m  a'O 
oj  OJ  nj 


£  =  =«  o~s,S,r^~$S,£^        Z'^  oooo  >.oo 


ZOdifcojcQajf-itx 


I       I 


"H  d  oj  aj  (0  0 
oi  .2  ^  <u  c  -• 

OHfcOMtf 


OlOOOOooWoOioJi^OOOlOO 

ot-ooooo«^oc^t-.ooot-o 

i  i    iil 

t-  O  .  t-t- 

1-i       c<i  ,—■,-; 


<a 


01     .«       ^ 


^E5^ 


SCO 


i:£Su=:2c'"SSB,s:p£c3^ 

[n*rf(DP£o<uciJajt.wciJ._;ooJ04, 


52 


GOOD    ROADS 


July  3,  1915 


s 
o 

5    c 


asss     X 

OOOtO    •    .o 


0  ^w***w^    '     -w* 


c     a 


>:     5    55  S 


.o 


5  5  55  55  555  S 

O 


£ 

^-.^-v 

^^ 

,^ 

s 

ss 

51 

s 

o    .   • 

.       '='0 

•  o 

o 

o     .     • 

.     .OU5 

•  o 

.CO 

•     .ION 

•Tf 

1-H     • 

•    •ec<N 

•cq 

•« 

too 


I 


X- 

■  ft 


i 

s 


■  MeONoT 


9 


•  -t-  •  -o  • 


.©    .Oo    .o    'Ui\a 


S  5 


qus   -la   •   'C"!*   '"^   •"»© 


•  lO     -N-* 


c     « 


0) 


o 
z 


> 
8 


3 


?§3 

ffl»S 

a 


Ill 


E 

a    -< 

'a 


o    OS 


> 


'Oz-slO 


ooeao 


:  :2".  -t 


1 


mOo©<>M^ 

i    i 

i 

e 

M 


.to      .     .t-«^MCJ"5rH-*      -'^JiH     •  "*  © « '*^ '^     •      •  CO  us  r-l      • 


©Oi©0©a»®©©©0©©'*©'»©'=®©Ci^'3i©©oi©0© 


©o 

© 

rH  ^  o '^  ©  i«  o  ©  »n 

«ooo 

ui 

©COrHlO'-HCOjggjO 

rSiH 

iH 

^ 

& 

00  OS©'*' 

tHU3 

1 

iH         rH  ""l  "  "  rH  iH  iH 

©©©CO  ■«©©©©©©  ■©®©©©'='2IS 

•r'usotc'iH    ;^-i^«:-r*j>    '  ^"    . -i-' irt  ta  V  u5  ■^' 


■©©O©*  ©©©0'="^'^  OO©© 

■©©Oia®  irtO©o"5©©  ©U500 


Wto^M     rs 


OOU3©©     ■©©     •©©'2*©©©©'^^'^2® 

O0>c4ota    -lAO    •»flo"iaioirt©io©o W^juj 


OO 

u»o 


MNtaeoTC    .^e4    ,CIC4 


_COCO      ,C>J     .C^fNCOCO      .-^ 


.comcoco 


Oo©'^'®'^©©© 

iCo©'^'^"^mo© 


•Ui©©©O0©iA  ©O 

.t-OWifS.Ou^iOt-  O© 

'  N  CO  eo  C-)  c-i  c>j  CO  th  loio 


»-(rtC*MlH»-«f-(t-ttHf-<«        iHiHr-tiHi-)l-tiH»~(C>)»H»-(NNe<>l-ieqTH»HNrHrHiHiH 


©©©©©OOW© 
0«01«©©©003© 


i  I 


9 


O 


_  =  3 
00X91 QQ 


5    * » 


3  O  « 


k 

■  2 


?  =  !■?: 


a  CO  I.  c 

fi*03 

OOUO 


>"  t-  1.  flS  d 

WfaOKJ, 


tu 


a 
m  t-  o 


■52  ■  "S 


=  5 


■8  tiico 


'  .  -■  t.  o 


60    1 


e  . 

■  -c 

c  :^ 

B 

e 


a5 


July  3,  1915 


GOOD    ROADS 


53 


5SS  S 


a     § 


§  5S 

•  — ;  •  lo 


'  I A  ed  **  »fl  (Sb""' 


3     S  c 


■  »-<  IC  CO  lO  o  eo  i^    -w-^o 

'  (?q  ^  rH  ,-H  ff4  rH  C>i      li-irHN 


OOCiOOCCOOQOOOOsCSCOOasOO 


c^  t-:  "^  -r'  cfl  CO  ui  "S*  -?'  If:  eq  ■*»■  ■^ 


oOo 

ia»o»o 

irto'^O 

^'*''^ 

MiftCOift 

C^DaMMCQC^rHNr 


oooooooooooooooooc 


,tH»H     ,NrHi-li-1 


OOOOOOOiOOOO 


I   I 


X 


'■^     I  CO  o     I V 


xi 

ooo 
ooo 

o 

.o 

.o 

ooooo 
ooooo 

MMM 

eoko 

o 

U9 

■V 

•^ 

o    >    • 

CO 

eo'  ;  ' 

rHOp         W 

:  r*?^  . 

c4e4^e^e^*e<ieoc<i    • 


rj-usto'*'    .mio-^usirtw 


o    -oo    .OO    'OOO 
O     •U3U3     'Oio     *OU3^ 

CO    'eopi    ;coeo    lidcow 


.w    .    [weq    .-wfia^ 


,NNc^rHCarHfi«a^r-( 


if 

■     ■— •       (11 


t.  o 

3' 


-  c  c  J 1 1;  5 


:n  5q..2~  S  "  "=  to„     £■= 


^^  o 


a 
s 

a 


^•3  *    -p:  0)  c  3 


»=2 


^3 


o     bo    £o<iiic"o 
—  oa_  s    Si:  S-^S 

C-SS  oi  £  ai  =«  <5  c«  S  §■ 

«:moH0JSSSMm 


Is. 


a^  &  t.  w  o 
^3"a«2 

to     ^  *  ■     us 

.-  5"2S 


« 


«  =  --- 

"  Si"  Nfc 

^H    «    U  ^  t* 

ta     ca..    « 

Ofto       .^ 

.o'c  •  '^■°.  2 
C^B  I.  o  & 

°=:SS    i- 
"c£o^2 


♦r  o  »     >,S 

C  ,,0  p  «vi 

■^  .£  «?   >  »H  '^ 

O      •»■       I  w  oJ 

O  4)  4) 


*  CO  Ort  —  -- 


•a  "-^mS-c 

3C-rh°  "  2 
««  at.  0)  t.  3 
v^^  d  t-  o  t- 
.£ . .    •"  "  *  " 

■  - »  •»       3 

=^.-      a'cS- 
c„  "3=!c 

O— -uJiio  d 


. — Water-bound  macadam  cost  30  to  J5 


M 


Norin    .\ni«boro, 
«ta  p*r  •«.  yd. 

iviroii.  Mich.— wood  Mock  pavemant  laid  oonalsted  of  I6J,- 
»»>  1>  »*  yd*,  of  pUln  cedar  block  at  a  coat  of  I65S.163.&7,  and 
*.lvi.t;  mn.  yda.  of  cr*oaot«d  wood  block  at  a  coat  of  $11,020.87. 
botk  coals  tncladlnc  foundation.  cradlnK.  «tc. 

MinnaapoUa.  Iflnn. — CreoMtrd  wood  block  laid  in  1914  con- 
sisted of  1»I.»1»  aq.  yda  of  JH-ln-  block,  at  W.SS  per  wj.  yd., 
and  i:.»«»  ao-  yda.  of  «-ln.  block,  at  IJ.OS  per  aq.  yd. 

Cbmicoihc  Mo.— Pavement  Hated  under  "other  kinds"  com- 
prlavd  «.»••  a«.  yda.  of  Hasaam.  coating  »10.01J,  exclusive  of 
sradlBK.  and  «.»»»  aq.  yda.  of  Dolarway.  costing  111,234.  ex- 
dtistve  of  cradlnc. 

|fa»«^T  City.  Mo. — AmounU  of  brick  and  wood  block  laid 
do  bM  Include  10.000  sq.  yda  of  brick  block  and  50.000  sq.  yds. 
of  wood  block  laid  by  the  Terminal  Hallway  Co. 

Newark.  N.  J.— Stone  block  laid  In  1914  Included  57,923  sq. 
yda  of  new  pavement,  costing  $234,953.  and  29.985  sq.  yds.  of 
napped  granite  block,  coating  $93,330.  including  grading  and 
Incidental  work. 

Kummlt.  N.  J. — Bltuminoua  resurfacing. 

Buffalo.  N.  Y.— Btone  block  laid  In  1914  comprised  6.892  sq.  yds. 
of  new  pavement,  coating  $23,356.  and  6,388  sq.  yds.  of  repav- 
tns.  coating  124.230.  Prices  are  for  contract  work  and  Include 
ending  and  sumt-  incidental  work. 

New  York.  N.  Y. — Borough  of  the  Bronx. — Stone  block  pave- 
ment laid  in  1914  compriaed  the  following:  34,756  sq.  yds.  of 
recut  and  redreased  granite  block,  at  31.90  per  sq.  yd.;  27,818 
sq.  yds.  of  new  improved  granite  block  pavement  at  $3.78  per 
sq.  yd.:  22.913  sq.  yds.  of  granite  block  on  a  sand  foundation. 
at  t2  (2  per  sq.  yd.,  all  costa  including  foundation,  grading  and 
Incidental  work. 

New  York.  N.  T..  Borough  of  Manhattan. — See  note  for  Ta< 
bis  II-A. 

New  York.  N.  Y..  Borough  of  Queens. — Stone  block  pavement 
laid  comprised  27.150  sq.  yds.  of  improved  granite  block  on  con- 
crete foundation,  costing  $3.75  per  sq.  yd.,  including  base,  and 
CI.(25  sq.  yds.  of  granite  block  on  sand,  costing  $2.40  per  sq. 
yd..  Including  base. 

Poughkeepsie.  N.  Y. — Brick  pavement  laid  in  1914  comprised 
>,TU  sq.  yda  at  $2.45.  including  foundation  but  not  grading. 
and  7&0  sq.  yda  at  $1.19,  including  foundation  but  not  grading. 
The  brick  for  the  latter  was  furnished  by  the  city. 

Ulica.  N.  Y. — Resurfacing  asphaltic  pavements. 

Cbillicothe.  Ohio. — Brick  pavement  laid  comprised  4,600  sq. 
yds.  on  a  concrete  foundation,  at  a  cost  of  $6,234,  Including 
foundation  and  grading,  and  2,295  sq.  yds.  on  rolled  gravel, 
at  a  cost  of  $2,048,  including  foundation  and  grading. 

Bast  Liverpool.  Ohio. — Brick  pavement  laid  in  1914  Included 
(.021  sq.  yds.,  laid  on  a  concrete  foundation,  and  the  balance 
on  a  gravel  foundation. 

Philadelphia,  Pa. — Brick  paving  includes  104,219  sq.  yds.  of 
paving  and  repaving,  at  a  cost  of  $266,633.43,  not  Including 
grading,  and  20,647  sq.  yds.  of  resurfacing,  at  a  cost  of  $40,- 
002.36.  Work  tabulated  under  water  bound  macadam  com- 
prises 95,952  sq.  yds.  of  surfacing,  at  a  cost  of  $114,497.66;  65,- 
$24  sq.  yds.  of  resurfacing  by  city  forces,  at  a  cost  of  $34,228.46; 
I92.CM  sq.  yds.  of  resurfacing  by  city  forces,  at  a  cost  of  $76,- 
&T2.5t,  and  1.024.470  sq.  yds.  of  water  bound  macadam  roads 
given  bituminous  surface  treatments,  at  a  cost  of  $118,794.86. 
f  Stone  block  work  included  paving  and  repaving.  Wood  block 
work  consisted  of  repaving.  Work  listed  under  "other  kinds" 
comprises  asphalt  resurfacing.  In  addition  to  the  work  tab- 
ulated, there  should  be  Included  632.889  cu.  yds.  of  grading,  at 
a  total  cost  of  $372,224.24. 

Wilkes-Barre,   Pa.— Bee   note   for   Table   II-A. 

Houston.  Tex. — The  103.689  sq.  yds.  given  in  table  comprised 
tl.tie  sq.  yda.  of  Uvalde  rock  asphalt  pavement,  cost  not  given; 
S.>4t  sq.  yds.  of  Hassam  pavement,  cost  not  given,  and  12,841 
sq.  yds.  of  shell  road,  cost  not  given. 

Staunton.  Va. — Cost  of  water  bound  macadam  low  because 
mncb  of  the  material  was  donated  to  the  city. 

Aberdoen,    Wash. — The    wood    block    pavement    was    laid    by 
the   street  railway  company,  and   no  cost   is   given.     The   6,954 
sq.  yds.  given  under  "other  kinds"   was  plank. 
Xotrs  OB  Table  1 1 1- A. 
Los  Angeles.  Cal. — See  note  for  Table  I. 

Washington.  D.  C— No  deUlIs  given  as  to  kinds  of  pave- 
ments to  be  laid  In  1915. 

<'hi>«go.  IlL — Amounts  of  various  kinds  of  pavements  to  be 
laid  In  1*15  approximately  the  same  as  In  1914. 

.V-  »•  Bedford.  Mass — gome  bituminous  concrete  pavement 
wkll  probably  be  laid:  amount  not  known. 

Anaconda,  Mont— Eight  blocks  of  asphaltic  concrete  pave- 
ment under  contract, 

Livingston,  MonU— ««s  not*  for  Table  1. 


GOOD    ROADS 


July  3,  1915 


-About    13,000   sq.    .vds.   to   be    paved;   ma- 


yds. 
cost 

laid. 


Grand   Island,   Neb.- 
terlal  not  known. 

Paterson,  N.  J. — Bids  to  be  leceived  for  about  28,000  sq. 
of  asphalt  block,  granite  block  or  wood  block;  work  to 
about  $30,000. 

Kingston,     N.     Y. — Some     bituminous     macadam     to     be 
amount  not  determined. 

Schenectady.  N.  Y. — Sheet  asphalt  to  be  laid  includes  20,000 
sq.  yds.  ".sand  tilled"  at  $2.10  per  sq.  yd.  and  107,730  sq.  yds. 
"stone  filled"  at  $1.60  per  sq.  yd. 

Defiance,  Ohio. — About  27,000  sq.  yds.  of  pavement  to  be  laid; 
bids  open  to  all  material;  estimated  cost,  about  $80,000. 

Gallon,  Ohio. — .\bout  37,000  sq.  yds.  to  be  laid;  bids  open  to 
all  materials. 

Lakewood,  Ohio.— In  1915,  40,000  sq.  yds.  of  asphalt  pave- 
ment;  also  60,000  sq.  yds.  on  which  alternate  bids  to  be  received 
on  asphalt,  brick  and  asphalt  block. 

Zanesvllle,  Ohio. — Probable  amount;  whether  with  or  with- 
out bituminous  topping  not  stated. 

Lebanon,  Pa. — About  25,000  sq.  yds.  of  bituminous  concrete, 
vitrified  brick  or  wood  block  to  be  laid. 

West  Plttston,  Pa. — Bids  to  be  received  for  .sheet  asphalt, 
asphalt  block,  bltulithic,  bituminous  concrete,  bituminous  mac- 
adam, brick  and  concrete  without  bituminous  top;  about  23,000 
sq.  yds.  contemplated. 

Providence,  R.  I. — Cost  of  bituminous  macadam  from  $1.29  to 
$1.73  per  sq.  yd.,  not  Including  cobble  gutter,  laid  on  streets 
formerly  of  water  bound  macadam. 

Greenwood,  S.  C. — About  130,000  sq.  yds.  to  be  laid;  kind  not 
decided  upon. 

Taylor,  Tex. — Kind  of  pavement  to  be  laid  not  yet  decided 
upon. 

Vancouver,  Wash. — About  2,100  sq.  yds.  to  be  laid;  kind  not 
decided  upon. 

Walla  Walla,  Wash. — Bltulithic  to  be  laid,  17,600  sq,  yds.  %- 
In.  bltulithic  pavement  on  2'^-in.  bituminous  concrete,  at  a 
cost  of  $21,810,  Including  foundation  but  not  grading;  bitumi- 
nous concrete  to  be  laid,  18,505  sq.  yds.  l'/..-in.  Topeka  specifi- 
cation mixture  on  3-in.  bituminous  concrete,  at  a  cost  of  $18,- 
350,  including  foundation  but  not  grading,  and  13,300  sq.  yds. 
of  2-in.  Topeka  specification  wearing  surface  on  a  4-in.  crushed 
rock  base,  at  a  cost  of  $12,238,  including  foundation  but  not 
grading. 

Notes  on  Table  Ill-n. 

Hartford.  Conn. — Macadam  to  be  laid  by  city  labor.  Small 
amount  of  wood  block  to  be  laid. 

Washington,  D.  C. — See  note  for  Table  III-A. 

Evanston,  111. — See  note  on  Table  I. 

Tallahassee,  Fla. — See  note  for  Table  III-A. 

Chicago,  111. — See  note  for  Table  III-A. 

North  Attleboro,  Mass. — Coat  of  gravel  road,  25  cts.  per  lln. 
ft.,  not  Including  grading;  macadam,  30  to  35  cts.  per  sq.  yd., 
not  including  grading. 

Grand  Island,  Neb. — See  note  for  Table  III-A. 

Paterson,  N.  J. — See  note  for  Table  ni-.\. 

Chllllcothe,  Ohio. — Brick  pavement  to  be  laid  will  comprise 
2,377  sq.  yds.  on  concrete  foundation,  at  a  cost  of  $3,318,  in- 
cluding foundation  but  not  grading,  and  12,500  sq.  yds.  on  a 
rolled  gravel  foundation,  at  a  cost  of  $20,000,  including  foun- 
dation but  not  grading. 

Defiance,  Ohio. — See  note  for  Table  III-A. 

Gallon,  Ohio — See  note  for  Table  III-A. 

Lakewood,  Ohio. — See  note  for  Table   III-A. 

Lebanon,  Pa. — See  note  for  Table  III-A. 

Reading.   Pa. — Stone   block   furnished   by  city. 

West  Plttston,  Pa. — See  note  for  Table  III-A. 

Greenwood,  S.  C. — See  note  for  Table  III-A. 

Orangeburg,  S.  C— Cost  of  brick  and  wood  block  pavements 
listed,  given  as  $13,151,  Including  grading. 

Taylor,  Tex. — See  note  for  Table  III-A. 

Vancouver,  Wash. — See  note  for  Table  III-A. 

Antlgo,  Wis.— 20,000  sq.  yds.  water  bound  macadam  to  be  re- 
surfaced and  5,000  sq.  yds.  of  Westrumite  to  be  taken  up  and 
replaced  with  some  other  pavement. 

Note  on  Table  IV. 

Aberdeen,  Wash. — Maintenance  bid  is  Separate  from  construc- 
tion and  Is  paid  out  of  general  fund.  Construction  is  charged 
to  Improvement  district. 

Note  on  Table  X. 

New  York.  N.  Y.,  Borough  of  the  Bronx. — Recut  and  redressed 
granite  block,  34,755  sq.  yds.  on  6-ln.  cement  concrete  base 
(1:3:6)  with  cement  grout  filler;  total  depth,  51/4-6%  in.  New 
granite  (Improved)  27,818  sq.  yds.  on  6-ln.  cement  concrete  base 
(1:3:6)  with  cement  grout  filler;  total  depth,  4'!4-5»4  In.  23,913 
»q.  yds.  granite  block  on  sand  base,  with  sand  filler;  total 
depth,  7-8   in. 


July  3,  1915 


GOOD    ROADS 


55 


Highway    Laws 

In  1912  and  each  year  since  then  there  have  been  printed 
in  the  review  number  digests  of  the  lavtfs  governing  the 
administration,  construction  and  maintenance  of  highways 
in  the  several  states.  The  same  plan  was  to  have  been  fol- 
lowed this  year,  but  the  amount  of  space  required  for  the 
presentation  of  the  statistics  on  paving  and  road  building 
printed  in  this  issue  has  necessitated  the  postponement  of 
the   publication   of   the   digest   until   the   issue   of   August   7. 


George  H.  Biles,  Second  Deputy  State  High- 
way Commissioner  of  Pennsylvania 

George  H.  Biles,  who  was  appointed  Second  Deputy  State 
Highway  Commissioner  of  Pennsylvania,  as  noted  in  "Good 
Roads"  for  June  12,  was  born  in  Philadelphia,  Pa.,  Novem- 
ber 7,  1879.  He  was  educated  in  the  public  schools  of  that 
city,  and  later  took  a  two-year  course  in  engineering,  at 
the  same  time  being  engaged  as  an  apprentice  in  the  Fifth 
Survey    District. 


GEORGE  H,  BILES. 
Second   Deputy  State  Highway  Commissioner  of  Pennsylvania. 

In  January,  1900,  after  passing  a  civil  service  examination, 
he  received  an  appointment  as  chairman  on  a  special  corps 
of  the  Philadelphia  Department  of  Public  Works.  He  was 
promoted  to  rodman,  then  to  transitman  and  then  to 
draftsman,  and  in  1904  qualified  for  Principal  Assistant  Engi- 
neer. 

In  June,  1905,  he  was  appointed  Chief  Draftsman  in 
the  State  Highway  Department,  and  a  year  later  was  made 
Division  Engineer  in  charge  of  the  central  and  a  portion 
of  the  eastern  counties  of  the  state.  During  this  period  he 
was  engaged  in  experimental  road  work  with  bituminous 
materials.  He  also  laid  out  and  supervised  the  construc- 
tion of  many  of  the  state's  finest  highways,  including  the 
Lewistown  Narrows  Model  Road — the  first  road  built  under 
the  Sproul  Main  Highway  Act — and  also  the  River  Drive 
leading  out  of  the  city  of  Harrisburg. 

In  December,  1912,  he  became  Assistant  to  the  Chief 
Engineer,    and    in    April,    1913,    was    appointed    Engineer    of 


Maintenance  in  charge  of  all  the  state  highways  and  state 
aid  roads  in  the  state.  While  acting  in  this  capacity,  he 
organized  the  Division  of  Maintenance,  standardizing  and 
systematizing  the  maintenance  operations,  purchasing  ma- 
chinery and  equipment  and  introducing  scientific  cost  ac- 
counting and  advanced  business  methods  in  the  work. 

He    remained    in    this   position    until    his    appointment    as 
Second  Deputy  Commissioner. 


NEWS    NOTES 


The  Paving  Program  of  London,  Ontario,  Involves  the  expen- 
diture  of  $150,000. 


lienidents  of  Joneaboro,  Arliansaa,  have  started  a  campaign  to 
pave  eight  miles  of  city  streets. 


CitizeuH  of  Je«f  Davis  Parinh,  Louisiana,  have  Inaugrurated  a 

campaign  for  a  road  bond  issue  of  ?400,000. 


The  Commissioners  of  Leavenworth,  Kansas,  have  decided  to 
use  only  concrete  or  steel  in  bridge  construction  hereafter. 


The   Olympic   Highway   Between   Olympia   and   Port   Angeles, 
«ash.,  a  distance  of  105  miles,  has  been  opened  to  the  public. 

Since  the  Begrinntng  of  the  Fiscal  Year,  August  1,   1914,   the 
State  of  Minnesota  has  paid  $1,321,593.80  for  roads  and  bridges. 


The  Fairmount  District  of  West  Virginia  held  a  special  elec- 
tion recently  at  which  a  road  bond  issue  of  $100,000  was  au- 
thorized. 


The  Little  Falls,  Minnesota,  Automobile  Club  has  ottered 
prizes  amounting  to  $100  for  a  road  building  contest  between 
the    farmers    of    Morrison    County. 


All  State  Highways  In  Pennsylvania  are  to  be  treated  with 
oil  at  the  earliest  opportunity,  according  to  a  recent  order  of 
the    State    Highway    Department. 


Cochise  County,  Texas,  Is  anticipating  an  election  on  a  road 
bond  issue  of  $1,000,000  as  a  result  of  the  efforts  of  the  Cochise 
County  Road  Bond  Issue  Association. 


The  Board  of  Supervisors  of  Harrison  County,  Mississippi,  has 

decided  to  build  the  beach  road  between  Qulfport  and  Biloxl, 
Mississippi,  according  to  a  survey  made  by  a  government  en- 
gineer. 


Macon,  Georgia,  AVlil  UtiUxe  «300,0<IO  obtained  by  the  sale  of 

paving  bonds   in   laying   115,000   sq.   yds,    of  concrete,   15,000    sq. 
yds.  of  brick  and   5,000   sq.  yds.  of  wood  block. 


The  Route  of  the  Direct  Highway  Between  Birmingham  anil 
Leeds,  Alal>ama,  has  been  fixed.  The  road  will  run  from  Bir- 
mingham  through  Iiondale,  Weems  and  Henry  Ellen   to  Leeds. 


The  Board  of  Freeholders  of  Mercer  County,  New  Jersey,  has 

decided  to  purchase  a  seven-passenger  automobile  for  the  use 
of  the  Road  and  Bridge  Committee  and  the  County  Engineer's 
staff. 


The  Precinct  No.  2  Good  Roads  Club  was  organized  recently 
at  Lemonville,  Tex.  J.  P.  Hilliard,  of  Maurlcevllle,  was  elected 
President,  and  J.  P.  Voss,  of  Lemonville,  was  chosen  Secre- 
tary-Treasurer. 


.\ccording  to  the  Monthly  Report  of  the  National  Highways 
Protective  Association,  26  children  were  killed  on  the  streets 
of  New  York  City  during  the  month  of  June.  Of  these,  16 
were  due  to  automobiles,  3  to  trolley  cars  and  7  to  wagons. 
The  total  number  of  persons  killed  during  the  month  was  42. 
In  New  York  State  outside  of  the  city,  36  persons  were  killed 
by  automobiles,  4  by  trolley  cars  and  2  by  wagons.  During 
the  first  six  months  of  1915  the  number  of  deaths  In  New  York 
State,  due  to  automobiles  was  241.  as  against  183  during  the 
corresponding  period  of  1914,  In  New  Jersey  40  persons  were 
killed  by  automobiles,  4  by  trolley  cars  and  2  by  wagons  dur- 
ing June.  This  is  the  greatest  number  of  automobile  fatalities 
that  has  ever  occurred  In  that  state  during  any  one  month. 
During  the  first  six  months  of  1915,  automobiles  caused  the 
death  of  88  persons  in  New  Jersey,  as  against  48  during  the 
first  six  months  of  1914. 


56 


GOOD    ROADS 


July  3,  1915 


AMERICAN  ROAD  BUILDERS'  ASSOCIATION 


160   NASSAU    STREET 
NEW  YORK,  N.  Y. 


OK>.  W.  TILLSON.  Braoklyn.  N.  Y 

Pint  VkaPnridMii 
A.  W.  DKAN.  BoMOD.  Mu». 

Stami  Vio*  Pnmknt 
A.  B.  PLBTCHBR   S«cT»m«into.  Cu. 


Thrtuth  the  nurttty  tf  the  publisher  »f  "Good  Roads," 
tbit  p^tt,  tack  mtnth,  it  dtvtttd  t»  the  use  tf  the  American 
lifsd  BmiUtrs'  Jsstciatitn.  It  is  silely  in  the  interests  of  the 
Jtstdttitm,  tmd  it  it  the  desire  of  the  Executive  Committee  that 
mil  mtmkert  fttl  that  this  space  is  their  own,  and  that  they 
comlrihute  freely  to  it,  not  only  as  retards  anything  concerning 
the  Association  itself,  hut  also  that  which  will  further  the  good 
rtsds  movement.  Besides  the  official  announcements  of  the 
Atstiation,  there  will  appear  on  the  page  contributions  by 
membtrs,  items  of  news  concerning  the  Association  activities 
mud  ptrtonal  notes  about  its  members.  All  contributions  should 
b*  tent  to  the  headquartert  of  the  Attociation  at  150  Nassau 
Street,  New  York,  N.  Y. 

Executive  Committee: 
Nelson  P.  Lewis 
A.  W.  Dean 
E.  L.  Powers 

Members  Who  Are  to  Take  Part  in  the  Pan- 
American  Road  Congress 

Many  members  of  the  A.  H.  B.  A.  are  among  those  whose 
names  appear  on  the  preliminary  list  of  speakers  and  chair- 
men (or  the  Pan-American  Koad  Congress,  which  has  recently 
been  announced  by  the  Executive  Committee  having  in 
charge  the  arrangements  for  that  meeting. 

Among  those  who  will  preside  at  the  sessions  are:  Presi- 
dent George  W.  Tillson,  Consulting  Engineer  to  the  Presi- 
dent of  the  Borough  of  Brooklyn,  New  York,  N.  Y.;  Past 
President  W.  A.  McLean,  Chief  Engineer  of  Highways  and 
Commissioner  of  the  Ontario  Public  Roads  and  Highways 
Commission,  and  Col.  William  D.  Sohier,  Chairman  of  the 
Massachusetts  Highway  Commission. 

Members  who,  to  date,  have  accepted  assignments  on 
the  program,  with  the  titles  of  their  paper;;,  arc  as  follows: 

Wm.  H.  Connell,  Chief,  Bureau  of  Hii;hways  and  Street 
Cleaning,  Philadelphia,  Pa..  "Dust  Suppression  and  Street 
Cleaning." 

George  W.  Cooley,  State  Engineer  of  Minnesota,  "Road 
Drainage  and  Foundations." 

A.  W.  Dean,  Chief  Engineer,  Massachusetts  Highway  Com- 
mission, "Maintenance,  Materials  and  Methods." 

A.  B.  Fletcher,  State  Highway  Engineer  of  California. 
"Organization  and  System  in  Highway  Work." 

W.  S.  Gearhart,  State  Engineer  of  Kansas,  "Highway 
Bridges  and  Structures." 

Nelson  P.  Lewis.  Chief  Engineer,  Board  of  Estimate  and 
Apportionment  of  New  York  City,  "Highway  Indebted- 
ness— Its  Limitation  and  Regulation." 

L.  W.  Page,  Director,  U.  S.  Office  of  Public  Roads,  "The 
History  and  Futurt  of  Highway  Improvement." 

Frank  F.  Rogers,  State  Highway  Commissioner  of  Michi- 
gan, "Roadway  Surfacings." 

Col.  E.  A.  Stevens,  State  Commissioner  of  Public  Roads 
of  New  Jersey,  "The  Essentials  of  Proper  Laws  for  High- 
way Work." 

W.  D.  Uhler,  Chief  Engineer,  Pennsylvania  State  High- 
way Department.  "Resurfacing  Old  Roads." 


Third  Vice  President 

(Office   to  be   filled.) 

Secretary 

B.  L.  POWERS,  New  York.  N.  Y. 

Treasurer 
W.  W.  CROSBY.  Baltimore,  Md 


New   Members 

The  following  have  recently  been  elected  Active  Members 
of  the  Association: 

Edgar  J.  Buttenheim,  President,  "The  American  City,"  87 
Nassau  St.,  New  York,  N.  Y. 

Charles  W.  Gates,  Governor  of  the  State  of  Vermont, 
Montpelier,   Vt. 

William  D.  Hallowell,  Street  Paving  Contractor,  50  Mor- 
gan  Ave.,   Montgomery,  Ala. 

Frank  R.  Rau,  Superintendent  of  Public  Works,  68  Grand 
St.,  Rockville,  Conn. 


A.  R.  B.  A.  Notes 

Edward  S.  Smith  has  resigned  as  State  Highway  Engineer 
of  Idaho,  his  resignation  taking  effect  on  June  1. 

'  E.  F.  Ayres  has  been  appointed  Resident  Engineer  of  the 
Oregon  State  Highway  Commission,  with  headquarters  at 
Sherwood,  Ore.  Mr.  Ayres  will  have  charge  of  a  six-mile 
section  of  the  Capitol  Highway  in  Washington  County. 

Past  President  Nelson  P.  Lewis,  Chief  Engineer  of  the 
Board  of  Estimate  and  Apportionment  of  New  York  City, 
spoke  on  "City  Streets  and  How  to  Pay  for  Them"  at  the 
Sixth  Annual  Conference  of  Mayors  and  Other  City  Officials 
of  New  York  State,  held  at  Troy,  N.  Y.,  early  in  June. 

Henry  Wells  Durham,  M.  Am.  Soc.  C.  E.,  formerly  Chief 
Engineer  of  Highways  of  the  Borough  of  Manhattan,  New 
York  City,  has  entered  private  practice  with  Percival  R. 
Moses.  The  new  firm  has  opened  offices  at  366  Fifth  Ave., 
New  York,  N.  Y.  Mr.  Durham  will  specialize  in  municipal 
engineering  work. 

E.  A.  Kingsley,  who  has  been  engaged  for  some  time  as 
.Supervising  Engineer  of  the  $700,000  highway  system  con- 
structed in  Bell  County,  Texas,  became  Paving  Engineer 
of  San  Antonio,  Tex.,  on  July  1.  Mr.  Kingsley  was  formerly 
City  Engineer  of  Little  Rock,  Ark.,  and  later  Highway  Engi- 
neer of  that  state. 

R.  L.  Morrison,  Professor  of  Highway  Engineering  at  the 
Texas  Agricultural  and  Mechanical  College,  was  one  of  the 
speakers  at  the  recent  Texas  Good  Roads  and  Drainage  Con- 
gress, held  at  Houston,  Tex.  Prof.  Morrison's  paper  was 
entitled  "Some  Engineering  Phases  of  Good  Roads  Under- 
takings— Class  of  Construction,  First  Cost  and  Indispensable 
Upkeep." 

Among  the  speakers  at  the  recent  spring  meeting  of  the 
Massachusetts  Highway  Commission,  held  at  the  Hotel 
Kimball,  Springfield,  Mass.,  were  the  following  A.  R.  B.  A. 
members:  Charles  J.  Bennett,  State  Highway  Commissioner 
of  Connecticut;  Irving  W.  Patterson,  Engineer  of  the  State 
Board  of  Public  Roads  of  Rhode  Island,  and  James  W. 
Synan,  Member  of  the  Massachusetts  Highway  Commission. 


July  3,  1915 


GOOD    ROADS 


57 


COMING  MEETINGS 


July  14-16 — North  Carolina  Good  Roads  Association — An- 
nual meeting,  Asheville,  N.  C.  Secretary,  Joseph  Hyde  Pratt 
Chapel  Hill,  N.  C. 

August  5-7. — Texas  Good  Roads  Association  and  County 
Judges'  and  Commissioners'  Association — Mid-Summer  Meet- 
ing, Agricultural  and  Mechanical  College  of  Texas,  College 
Station,  Tex.  Secy.,  Texas  Good  Roads  Association,  D.  E. 
Colp,  San  Antonio. 

August  11-12. — Pacific  Highway  Association.— Fifth  an- 
nual meeting,  San  Francisco,  Cal.  Secretary,  Henry  L. 
Bowlby,  510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

Sept.  13. — Tri-State  Roads  Association. — Third  annual  con- 
vention, San  Francisco,  Cal.  Executive  Secy.,  Geo.  E.  Boos, 
1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the  Pan-American  Road  Congress.) 

September  13-17 — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan  American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Builders' 
Association,  E.  L.  Powers,  150  Nassau  St.,  New  York,  N.  Y. 
Executive  Secretary,  American  Highway  Association,  I.  S. 
Pennybacker,  Colorado  Bldg,  Washington,  D.  C. 

October  4-7 — Northwestern  Road  Congress — Annual  meet- 
ing, Cedar  Rapids,  la.  Secy.-Treas.,  J.  P.  Keenan,  Sentinel 
Bldg.,  Milwaukee,  Wis. 

October  11-12 — National  Paving  Brick  Manufacturers'  As- 
sociation— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.  Blair,  B.  of  L.  E.   Bldg.,  Cleveland,   O. 

October  12-14 — American  Society  of  Municipal  Improve- 
ments— Annual  convention.  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,   702  Wulsin  Building,   Indianapolis,   Ind. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 


NEW  PUBLICATIONS 


HIGHWAY  BRIDGES  AND  CULVERTS,  by  B.  K.  Coghlan,  As- 
sociate Profesor  of  Highway  Engineering,  Agricultural  and 
Mechanical  College  of  Texas.  (Bulletin  of  the  Agricultural 
and  Mechanical  College  of  Texas.)  Paper;  6x9  Ins.,  30  pp.; 
illustrated. 

This  publication,  which  is  printed  as  the  May  number  of 
the  "Bulletin  of  the  Agricultural  and  Mechanical  College  of 
Texas,"  is  a  brief  treatise  on  the  construction  of  highway 
bridges  and  culverts.  It  covers  the  inspection,  repair  and 
maintenance  of  existing  bridges,  as  well  as  the  building  of 
new  structures.  The  illustrations  consist  of  halftones  show- 
ing good  and  bad  types  of  bridges,  and  bridges  under  con- 
struction. 

TRINIDAD  AND  BERMUDEZ  LAKE  ASPHALTS  AND  THEIR 
USE  IN  HIGHWAY  CONSTRUCTION,  by  Clifford  Richard- 
son; Issued  by  the  Barber  Asphalt  Paving  Co.,  Philadelphia, 
Pa.      Paper;    6x9  ins.,   29   pp.;   illustrated. 

The  first  portion  of  this  publication  is  devoted  to  de- 
scriptions of  the  Trinidad  and  Bermudez  asphalt  deposits 
and  discussions  of  the  composition  of  the  asphalt  from  each. 
The  remainder  of  the  book  describes  methods  of  construction 
with  these  materials.  The  illustrations  consist  of  halftones 
showing  the  Trinidad  and  Bermudez  asphalt  deposits,  scenes 
near  these  deposits  and  views  showing  the  laying  of  asphalt 
pavements  and  the  construction  of  asphalt  bound  broken 
stone  roads. 


UOAD  MODELS;  Bulletin  No.  220,  U.  S.  Department  of  Agri- 
culture; contribution  from  the  Office  of  Public  Roads. 
Paper;   6x9   ins.,   24   pp.   and  covers. 

This  bulletin,  issued  under  date  of  June  7,  1915,  comprises 
an  illustrated  description  of  the  models  of  roads,  bridges, 
culvert  and  road  machinery  owned  by  the  U.  S.  Office  of 
Public  Roads  and  exhibited  by  that  office  at  conventions, 
exhibitions  and  fairs  in  various  sections  of  the  country.  Con- 
siderable space  is  also  given  to  the  discussion  of  methods  of 
construction.  The  illustrations  consist  of  halftones,  printed 
on  inset  pages  of  particularly  good  paper,  showing  the  vari- 
ous models. 

BULLETIN  OP  THE  PACIFIC  HIGHWAY  ASSOCIATION; 
Issued  June  8,  1915,  by  the  PaciHc  Highway  Association  of 
North  America— Henry  L.  Bowlby,  Executive  Officer,  510 
Chamber  of  Commerce  Bldg.,  Portland,  Ore.  Paper;  6x9 
Ins.,    20   pp. 

Included  in  this  bulletin  are  announcements  of  the  peace 
celebration  to  be  held  on  the  Pacific  Highway  at  Blaine, 
Wash.,  on  July  4,  under  the  auspices  of  the  Pacific  Highway 
Association,  and  of  the  fifth  annual  convention  of  that  organi- 
zation which  will  be  held  at  San  Francisco,  August  11-12. 
The  bulletin  also  contains  data  on  the  Pacific  Highway  and 
a  log  of  that  road  made  in  the  spring  by  President  Samuel 
Hill  and  Executive  Officer  Bowlby  of  the  association.  The 
by-laws  of  the  association  and  the  minutes  of  a  meeting  held 
at   Maryhill,  Wash.,   in  May,  are  also  included. 


PERSONAL   NOTES 


E.  E.  Price  has  been  elected  Superintendent  of  Streets  of 
Granite  City,  111. 

John  B.  Wright  has  resigned  as  Commissioner  of  Public 
Works  of  Amsterdam,  N.  Y. 

James  Bunten  has  been  appointed  City  Engineer  of  Canon 
City,  Colo.,  vice  B.  K.  Curtis,  resigned. 

B.  M.  Williams  has  been  appointed  Assistant  City  Engineer 
of  El  Paso,  Tex.,  to  succeed  J.  W.  Carter. 

H.  E.  Smith  has  been  appointed  County  Engineer  of 
Okanogan  County,  Wash.,  vice  George  J.  Gardiner,  deceased. 

John  A.  Goetz  has  been  appointed  City  Engineer  of 
Mattoon,  111.,  to  succeed  C.  L.  James,  whose  appointment 
to  another  office  is  noted  elsewhere  in  this  column. 

Ralph  Folks,  Deputy  Commissioner  of  Public  Works  of 
the  Borough  of  Manhattan,  New  York  City,  has  been  ap- 
pointed Commissioner  of  Public  Works,  to  fill  the  vacancy 
caused  by  the  resignation  of  E.  V.  Frothingham,  which  was 
noted  in  "Good  Roads"  for  May  15. 


NEWS  OF  THE  TRADE 


The  Rocmac  Road  Corporation  of  x\merica  has  opened  a 
new  branch  office  in  the  Hoge   Building,   Seattle,  Wash. 

A  comprehensive  handbook  of  24  pages,  explaining  the 
manufacture  of  the  Hall  interlocking  concrete  culvert,  has 
been  issued  by  Schulz  &  Hodgson,  Chicago,  eastern  distrib- 
utors. In  addition  to  the  text,  the  booklet  contains  many 
excellent  half-tone  reproductions  of  sections  of  the  device. 

The  Tiffin  Wagon  Co.,  Tiffin,  O.,  has  recently  issued  a  16- 
page  booklet  describing  its  motor  and  horse-drawn  street 
sprinklers  and  flushers  and  also  the  sanitary  carts  and  dump 
wagons  manufactured  by  the  company.  The  booklet  is  well 
printed  on  fine  paper  and  is  fully  illustrated.  The  cover,  ol 
heavy  paper,  is  printed  in  brown  duotone. 


58 


GOOD    ROADS 


July  3,  1915 


NEW  MACHINERY  AND  APPLIANCES 


Portable  Asphalt  Mixinir  Plant. 

A  portable  asphalt  inixiui;  plant  which  has  recently  been 
pat  on  the  market  is  shown  in  the  accompanying  illustra- 
tton.  The  plant  has  been  designed  particularly  to  meet  the 
lYquirements  of  contractors  and  municipalities  having  con- 
struction and  maintenance  work  distributed  over  considera- 
ble territory  or  in  amounts  too  small  to  allow  the  economical 
nsc  of  «  stationary  plant. 

The  machine  shown  is  the  main  unit  of  the  two-unit 
plant,  the  second  unit  consisting  of  an  asphalt  melting 
kettle.  The  plant  is  also  furnished  in  three  units,  one  con- 
sitting  of  the  melting  kettle,  another  the  unit  shown  in  the 
accompanying  illustration  but  without  the  boiler  and  engine, 
and  the  third  the  traction  engine,  road  roller,  portable  engine 
and  boiler  or  other  source  of  power. 

The  unit  shown  in  the  illustration  consists  of  a  boiler, 
engine,  cold  material  elevator,  heating  drum,  hot  material 
elevator,  screen,  sand  and  stone  storage  bin,  sand  and  stone 
measuring  box.  asphalt  weighing  bucket,  mixer  and  other 
parts.  The  whole  is  mounted  on  a  heavy  frame  carried  on 
four  wheels.  The  main  frame  consists  of  IS-in.  33-lb.  chan- 
nels, the  rear  end,  which  carries  the  mixer,  being  raised  above 
the  ground  so  that  there  is  a  clearance  of  6  ft.  The  center 
line  of  the  mixer  being  3  ft.  in  a  horizontal  direction  from 
the  nearest  point  on  the  main  frame  permits  a  contractor's 
wagon  to  drive  directly  under  the  mixer  for  loading.  The 
boiler   is   built    for   a   working   pressure   of   150  lbs.   per   sq. 


in.,  in  accordance  with  the  boiler  inspection  rules  of  the 
states  of  Massachusetts  and  Ohio.  The  boiler  regularly  sup- 
plied burns  coal,  but  a  boiler  suitable  for  ail  as  fuel  is  sup- 
plied when  especially  ordered.  The  engine  is  of  the  heavy 
duty,  single  cylinder  type,  rated  at  26  HP.,  built  with  a 
9x9-in.  cylinder.  The  engine  is  geared  to  the  main  driving 
shaft,  which  runs  the  full  length  of  the  plant  back  of  the 
engine  and  is  provided  with  clutches  by  means  of  which  the 
individual  units  may  be  operated  independently. 

In  operation  the  sand  and  stone  is  lifted  by  means  of 
a  bucket  elevator,  as  shown.  This  elevator  has  a  capacity 
of  7  cu.  ft.  of  material  per  minute,  which  may  be  increased 
by  the  installation  of  additional  buckets.  From  the  elevator 
the  material  passes  into  the  heating  drum,  which  is  10  ft. 
long  and  48  ins.  in  diameter.  It  is  of  the  revolving  type  and 
is  provided  with  18  staggered  channel  flights  for  distributing 
the  material  across  the  area  of  the  drum.  The  drum  is 
heated  by  means  of  a  burner,  which  uses  any  grade  of  fuel 
oil.  Grates  for  burning  coal  are  furnished  when  desired. 
The  heated  material  passes  from  the  drum  into  the  hot  ma- 
terial chute  which  extends  inside  and  outside  of  the  drum 
setting  and  discharges  the  material  into  the  lower  boot  of 
the  hot  material  elevator.  The  hot  material  chute  is 
equipped  with  a  swinging  gate,  which  permits  the  material 
to  pass  out  but  prevents  cold  air  from  being  drawn  into 
the  drum  housing.  The  hot  material  elevator,  which  is  of  the 
chain  and  bucket  type,  delivers  the  hot  material  to  the  screen, 


IROQUOIS    PORTABLE    ASPHALT   MIXING   PLANT. 


July  3,  1915 


GOOD    ROADS 


59 


which  is  mounted  directly  over  the  sand  and  stone  storage 
bin.  The  fipe  materials  are  screened  and  discharged  into 
the  smaller  compartment  of  the  bin,  while  the  balance  passes 
into  the  stone  compartment  or  into  the  tailings  pipe.  The 
entire  top  surface  of  the  bin,  as  well  as  the  screen  and  cradle, 
is  covered  with  a  hood  to  prevent  cold  air  coming  in  contact 
with  the  heated  material.  The  sand  and  stone  bin  is  built 
of  sheet  steel,  the  smaller  compartment  having  a  capacity 
of  approximately  20  cu.  ft.  and  the  larger  compartment  of 
approximately  40  cu.  ft.  It  is  provided  with  a  tailings  pipe, 
through  which  any  material  larger  than  required  is  delivered 
to  a  convenient  point  on  the  ground.  The  bin  has  two  dis- 
charging gates  in  the  bottom,  through  which  either  sand 
or  stone  is  discharged  to  the  measuring  box.  The  measuring 
box  rests  on  platform  scales,  by  means  of  which  the  aggre- 
gate can  be  weighed  and  discharged  through  a  gate  at  the 
bottom  directly  to  the  mixer.  The  asphalt  bucket  is  sus- 
pended from  a  beam  scale,  permitting  the  asphalt  to  be  either 
measured  or  weighed.  The  bucket  is  raised  from  the  ground 
to  the  mixing  platform  by  means  of  a  small  hoist  projecting 
over  the  frame  supporting  the  storage  bins.  The  plant  can 
be  provided  with  a  mechanically  driven  rotary  asphalt  pump 
when  especially  ordered.  The  bucket  can  be  rotated  to  dis- 
charge directly  into  the  mixer.  The  mixer  is  the  standard 
Iroquois  7-cu.  ft.  asphalt  mixer,  steam  jacketed  and  pro- 
vided with  a  hand  lever  for  dumping. 


front  wheels  36  ins.  When  desired  for  stationary  use,  the 
plant  is  furnished  without  the  wheels  and  axles,  and  can  be 
set  on  concrete  piers  or  other  foundation  at  any  desired 
height. 

The  capacity  of  the  plant  for  standard  sheet  asphalt,  con- 
sisting of  sand,  filler  and  the  necessary  amount  of  asphalt, 
is  rated  at  not  less  than  800  sq.  yds.  of  finished  2-in.  pave- 
ment per  10-hour  day,  provided  the  material  does  not  con- 
tain more  than  5  per  cent,  of  moisture  with  an  air  tempera- 
ture of  70°  F.,  the  hot  sand  being  delivered  to  the  weighing 
box  at  a  temperature  of  not  less  than  350°  F.  Its  capacity 
for  asphaltic  concrete  is  considerably  greater  than  the 
capacity  for  sheet  asphalt  and  is  dependent  entirely  upon 
the  amount  of  sand  or  other  fine  material  contained  in  the 
aggregate. 

The  machine  is  known  as  the  Iroquois  Portable  Asphalt 
Mixing  Plant  and  is  manufactured  by  the  Iroquois  Works 
of  the  Barber  Asphalt  Paving  Co.,  Buffalo,  N.  Y. 


Reinforced  Concrete  Guard  Rail 

A  reinforced  concrete  guard  rail  for  which  a  patent  has 
recently  been  granted  is  shown  in  the  accompanying  sketch. 

The  rail  consists  of  6-in.  round  posts  6  ft.  5^4  ins.  in  length, 
set  3  ft.  6  ins.  into  the  ground,  and  surmounted  by  rein- 
forced concrete  rails.     The  posts  are   reinforced  with   rods, 


__ijyii 


ELEVATION  AND  SECTION  OF  DILLON  REINFORCED    CONCRETE  GUARD  RAIL. 


A  removable  mixing  platform  is  provided  consisting  of  2-in. 
planks,  supported  on  brackets  fastened  to  the  main  frame. 
It  has  a  clear  width  of  not  less  than  2  ft.  on  each  side  of 
the  frame  and  is  surrounded  by  pipe  railing.  The  clutches 
and  levers  for  operating  the  plant,  with  the  exception  of 
the  clutches  for  throwing  out  the  cold  material  elevator  and 
the  drum,  are  located  on  one  side  of  this  platform,  making 
only  one  man  necessary  on  the  platform. 

The  driving  chains  are  Link-Belt  chains  of  various  sizes. 
On  special  orders  plants  are  supplied  with  storage  bins  of 
any  desired  number  of  compartments,  and  screens  of  differ- 
ent meshes.  The  plant  is  also  furnished,  when  desired,  with 
a  separate  dust  elevator  for  limestone  dust  or  cement  to  a 
special  compartment  in  the  storage  bin.  The  plant  is  regu- 
larly supplied  mounted  on  four  heavy  wheels,  with  12-in. 
faces,  those  in  the  rear  being  48  ins.  in  diameter,  and  the 


as  shown,  and  the  rails  with  mesh  reinforcement.  At  a 
distance  of  1  ft.  from  the  bottom  the  post  begins  to  spread 
out,  reaching  a  diameter  of  1  ft.  at  the  bottom,  the  purpose 
being  to  provide  greater  stability. 

An  anchor  bolt  is  set  in  the  top  of  each  post  and  a  short 
anchor  bolt  extends  downward  from  each  rail  at  a  distance 
of  S  ins.  from  the  end.  Connection  between  the  posts  and 
rails  is  made  by  means  of  these  bolts  and  a  2xJ4-in.  steel 
plate  with  three  slots,  the  method  of  connecting  being  as 
shown  in  the  accompanying  section  and  elevation.  These 
connections  also  provide   for  expansion  and  contraction. 

The  guard  rail  while  built  in  units  and  set  up  on  the 
ground  has  the  appearance  of  monolithic  construction.  It 
can  also  be  fitted  to  curves. 

The  guar4  rail  is  manufactured  by  H.  E.  Dillon,  of  Olean, 
N.  Y, 


60 


GOOD    ROADS 


July  3,  1915 


RECENT  PATENTS 


The  following  list  contains  the  numbers  of  the  principal 
patents  relating  to  roads  and  pavements  and  to  machinery 
used  in  their  construction  or  maintenance  which  have  re- 
cently been  issued,  together  with  the  names  and  addresses 
of  the  patentees,  dates  of  filing,  serial  numbers,  etc.  In  some 
cases  the  principal  drawing  has  also  been  reproduced. 
Printed  copies  of  patents  listed  may  be  obtained  for  5  cts. 
each  by  application  to  the  Commissioner  of  Patents,  Patent 
Office.  Washington,  D.  C. 


1.141.470. 
MIXERS. 

KoehrInK 
.Serial    No. 


DISTRIBUTING     MECHANISM     FOR     CONCRETE 
Erich   H.  UchtenberK.   Milwaukee.   Wis.,  assignor  to 
Marhine    Co..    Milwaukee.    Wis.      Filed    Oct.    21,    1912. 
7JT.0n.       (01.     214-14.) 


^.  y";J.'.*.   CONCRETE    MIXER.      Oeorg*    F.    Nye.    Kearney. 
Neb.      Filed  April  ^1.   I»14.     Serial  No.  831,662.      (CI.   S3-73.) 


I.Ut.MI.     PAVING  FORM.     Charlea  D.  McArthur.  Plttaburgh, 
r?;-,^^'"".*?   *"*r.  Collapalble  8te«l   Cente"lng  c:""  PlttS: 


l,m,581.  STONE  CRUSHING  Mac.^IaK.  Ture  Gustat  Ren- 
iierfelt,  Stockholm.  Sweden.  Filed  Mar.  25,  1913.  Serial  No. 
756,791.      (CI.    83-53.) 


1,142,648.  SCREENING  CONVEYER.  Thomas  F.  Webster, 
Sewickley,  Pa.,  assigner  to  Link  Belt  Co.,  Chicago,  III.,  a  cor- 
poration of  Illinois.  Filed  Jan.  27.  1912.  Serial  No.  673.708. 
(CI.   83-66.) 


,.i.-ii^.:^^^-  COLLAPSIBLE  CORE  FOR  CONCRETE  CUL- 
VERTS. Arthur  E.  Camblin,  Stella,  Neb.  Filed  Aug.  16,  1912 
Serial    No.    715,322.      (CI.    25-118.)   , 


The  Question  o«  iMuing;  »150,0(K)  Worth  of  Bonds  for  the  con- 
Htruction  of  a  bridge  across  the  Trinity  River  at  Dallas,  Tex., 
will  be  submitted  to  the  voters  of  Dallas  County  on  July  24. 

The  Pennsylvania  State  Highway  Department  has  made  a 
final  agreement  to  construct  a  12-mlle  highway  from  Allen- 
town  to  Easton,  by  way  of  Bethlehem,  Pa.,  with  cement 
donated  by  the  Association  of  American  Cement  Manufactur- 
ers and  stone  furnished  by  public-spirited  citizens  of  Lehigh 
and  Northampton  Counties.  Mention  of  the  project  was  made 
In  "Good  Roade"  ^or  June  19,  ' 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  S*rlei.  Vol.  XLVIII. 
M«w8ailM,Vol.  X. 


NEW  YORK,  JULY  10,  1915 


Nmbn 

2 


Founded  Jannaiy,  1892. 

published  weekly  by 
Thk  E.  Hi.  Powers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec>. 


150  NASSA.U  STREET 
NB:W  YORK,  N.  Y. 


Cable  Address:   Gudrodes,  New  York. 


Sabicription  price:  Fifty-two  numbers,  12.00  a  year  in  the  United  Statei, 
Mexico,  Cuba  and  Porto  Rico;  (3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  Statei,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere.  * 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertUer* 
should  reach  the  New  York  office  as  follows:  Forinsertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  oa 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


With  reference  to  the  examination,  Mr.  MacDonald  in  a 
letter  to  Gardner  Colby,  Chief  Examiner  and  Secretary  of  the 
New  Jersey  State  Civil  Service  Commission,  wrote  as  follows: 

"I  want  to  congratulate  you  on  the  innovation  you  have 
made.  By  a  singular  coineidence,  New  Jersey  is  the  first 
state  to  go  outside  of  her  borders  for  a  civil  seryice  examiner 
in  road  building.  The  mother  of  all  states  in  road  building 
has  led  the  way  once  more  to  all  the  states  in  the  Union  in 
this  new  departure.  I  hope  and  trust  that  other  states  may 
take  up  the  merit  system  that  has  been  adopted  in  your  state." 


Copyright  1915  by  the  B.  L.  Powen  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Mattef 


Civil  Service  Examination  for  Road  Inspectors 
in  New  Jersey 

The  New  Jersey  Civil  .Service  Commission  recently  held 
very  successful  examinations  at  Trenton  and  Newark,  N.  J., 
for  the  position  of  road  inspector.  A  bill  was  passed  at  the 
recent  session  of  the  New  Jersey  Legislature  raising  the 
pay  of  road  inspectors  from  $3  a  day  to  a  possible  maximum 
of  $4.50  a  day,  with  the  idea  of  improving  the  general  char- 
acter of  applicants. 

The  positions  were  divided  into  the  following  classes: 
Inspector  on  Gravel  Roads,  Inspector  on  Water  Bound  Mac- 
adam Roads,  Inspector  on  Bituminous  Concrete  Roads,  In- 
spector on  Portland  Cement  Concrete  Roads;  Inspector  on 
Block  Pavement  (stone  and  brick)  Roads  and  Inspector  on 
Bridge  Construction. 

The  candidates  were  examined  as  to  their  qualifications  for 
the  type  of  work  on  which  they  desired  appointment,  but 
were  permitted  to  qualify  in  more  than  one  class  if  they  so 
desired.  The  subjects  and  relative  w.eights  were  as  follows: 
Experience,  training  and  fitness,  4;  duties  of  the  position, 
including  practical  questions  on  materials,  road  construction 
and  maintenance,  drainage,  grading,  inspection,  computation 
of  volume  and  area,  plan  reading,  etc.,  4;  oral  examination  on 
construction,  inspection,  identification  of  materials,  etc.,  2; 
total,  10  counts.  Candidates  were  required  to  be  physically 
fit  and  at  least  21  years  old.  They  must  have  had  at  least  two 
years'  experience  in  practical  road  work  and  some  experience 
in  handling  men.  The  examination  was  divided  into  two 
parts,  a  written  examination  in  the  subjects  indicated  and  an 
oral  examination  by  James  H.  MacDonald,  former  State 
Highway  Commissioner  of  Connecticut,  who  was  retained 
for  the  purpose. 


Interstate  Bridge  Over  the  Columbia  River  at 
Portland,  Oregon 

The  Columbia  River  interstate  bridge,  now  in  course  of 
construction,  with  its  approaches,  will  extend  across  the 
Columbia  River  Valley  from  Portland,  Ore.,  to  Vancouver, 
Wash.,  a  distance  of  about  three  and  a  quarter  miles.  The 
structure  will  form  one  of  the  most  important  and  expensive 
sections  of  the  so-called  Pacific  Highway  from  Vancouver, 
B.  C,  to  San  Diego,  Cal.,  and  will  cost,  according  to  esti- 
mates, about  $1,560,000. 

Information  furnished  by  E.  E.  Howard  of  the  engineering 
firm  of  Harrington,  Howard  &  Ash,  Kansas  City,  Mo.,  of 
which  John  Lyle  Harrington,  the  engineer  in  charge  of  the 
bridge,  is  a  member,  gives  comprehensive  details  of  the 
structure  which  are  of  considerable  interest. 

There  will  be  about  5,000  lin.  ft.  of  steel  bridge  structure 
with  about  12,000  ft.  of  embankment  and  a  secondary 
approach  on  the  Oregon  side  for  which,  at  the  present  time, 
an  embankment  about  6,000  ft.  long  will  be  built.  The 
bridge  will  have  accommodations  for  vehicular,  street  car 
and  pedestrian  traffic. 

The  bridge  will  consist  of  a  series  of  truss  spans,  three 
having  a  length  of  275  ft.  and  ten  of  265  ft.,  with  a  small 
deck  girder  span  at  the  Vancouver  end,  making  a  total 
length  of  3,531  ft.  5ji  in.  between  end  shoes.  Provision  for 
river  navigation  is  made  by  a  vertical  lift-span,  the  center 
of  the  three  27S-ft.  spans  being  arranged  to  lift  between 
towers  on  the  two  other  spans  so  as  to  afford  a  channel 
of  250  ft.  at  right  angles  to  the  current  of  the  river  and 
about  150  ft.  above  ordinary  high  water.  The  lift  span  will 
be  operated  by  electric  power  and  will  have  a  gasoline  engine, 
connected  through  a  speed  reducer,  for  use  in  emergencies. 

The  trusses  are  spaced  41  ft.,  center  to  center,  with  the 
roadway  between  and  the  sidewalk  beyond  one  truss.  The 
floor  will  be  a  5j4-in-. reinforced  concrete  slab.  The  road- 
way will  be  38  ft.  wide  between  curbs  and  the  sidewalk  will 
be  5   ft.   wide. 

The  exceptional  facilities  for  securing  piles  of  great  length 
at  reasonable  cost,  was  a  factor  in  determining  the  type  of 
piers  to  be  used.  These  are  to  be  of  concrete  containing 
and  resting  upon  wooden  piles  sunk  to  a  depth  of  about 
105  ft.  below  low  water. 

The  main  channel  of  the  Columbia  River  at  the  site  of 
the  bridge  is  3,500  ft.  wide,  with  a  maximum  depth  of  30  ft. 
at   extreme    low   water   and   with    variations    of   33   ft.    from 


62 


GOOD    ROADS 


July  10,  1915 


AnrcnM  low  to  extreme  high  water.  The  average  spring 
rise  U  about  20  ft,  with  a  rise  of  25  ft.  about  once  in  four 
years.    A  rise  of  33  ft.  has  been  recorded  only  once. 

The  Oregon  Slongh.  1,000  ft.  wide  and  25  ft.  deep,  is  separ- 
ated from  the  main  channel  by  an.  island  1,500  ft.  wide,  and 
form*  an  im|>ortant  secondary  channel.  The  bridge  over 
this  will  consist  of  ten  deck  girder  spans  100  ft.  long  and 
one  115  ft.  long,  provided  with  a  roadway  and  floor  of  the 
•ame  general  character  as  that  of  the  main  structure. 

In  the  main  approach  on  the  Oregon  side  there  will  be 
about  1,000,000  cu.  yds.  of  embankment  and  in  the  secondary 
approach  there  will  be  about  500,000  cu.  yds.  These  embank- 
ments will  be  of  sand  dredged  from  the  Oregon  Slough. 
They  will  be  42  ft  wide  at  the  top,  with  side  slopes  of  two 
to  one.  and  will  average  20  to  25  ft.  high.  The  upstream 
tide  will  be  protected  by  4-in.  reinforced  concrete  slabs. 

The  construction  of  the  bridge  is  the  result  of  a  popular 
movement  originated  by  the  Commercial  Clubs  of  Portland 
and  Vancouver.  .\n  attempt  to  have  the  states  of  Oregon 
and  Washington  assume  the  cost  was  unsuccessful,  so  bonds 
were  issued  by  yultnomah  County,  Ore.,  and  Clarke  County, 
Wash.,  for  $1,250,000  and  $500,000,  respectively.  The  work 
is  being  done  under  the  direction  of  the  Columbia  River 
Interstate  Bridge  Commission,  composed  of  the  County  Com- 
missioners of  the  two  counties,  with  the  Governor  of  Oregon 
acting  as  a  Commissioner  of  Multnomah  County  for  certain 
purposes.  It  is  expected  that  the  bridge  will  be  ready  for 
traffic  late  in  the  autumn  of  1916. 


Contracts  Awarded  for  Road  Work  in  Eight 
Ohio  Counties 

State  Highway  Superintendent  Clinton  Cowen  of  Ohio, 
recently  awarded  contracts  for  highway  improvements 
amounting  to  over  $175,000.  The  work  is  to  be  done  in  eight 
coimties  of  the  state.  All  of  the  bids  received  were  well  be- 
low the  estimated  cost. 

The  names  of  the  successful  bidders  together  with  the 
amount  and  character  of  the  work  ;ind  the  figures  at  which 
the   contracts   were  awarded,   are   given   below. 

Franklin  County,  8.55  miles  bituminous  macadam,  Graham 
&  Kinnear,  Columbus,  $60,128.96;  alternate  bid  for  bituminous 
macadam,  waterbound  macadam  treated,  same  bidder,  $63,- 
341.44;  3.34  miles  bituminous  macadam,  same  bidder,  $26,- 
372.20;  Lake  County,  1.98  miles  bituminous  macadam.  Public 
Contracting  Co.,  Elyria,  $14,802;  Licking  County,  0.5  mile 
waterbound  macadam,  J.  C.  Imboden,  Logan,  13,375;  1.9  mile 
waterbound  macadam.  E.  C.  Radebaugh,  Logan,  $6,566.14; 
Lucas  County  4.72  miles  bituminous  macadam,  Public  Con- 
tracting Co.,  $17,374.65;  Medina  County,  1.85  mile  water- 
bound  macadam.  Hart  &  Kempf,  Elyria,  $12,187.95;  Musk- 
ingum County,  0.6  mile  brick,  including  bridges  and  culverts. 
Ward,  Patrick  &  Co.,  Wheeling  W.  Va.,  $9,927.62;  Sandusky 
County,  1.24  mile  concrete.  Earl  Walters,  Sandusky,  $15,490; 
Union  County  1.36  mile  bituminous  macadam,  Sylvester 
Baaghman.  Marysville,  $10,642. 


Prizes  Awarded  for  Street  Crossing  Designs 
for  New  York  City 

The  Municipal  Art  Commission  of  New  York  recently 
awarded  three  cash  prizes  amounting  to  $600,  for  plans  for 
the  relief  of  traffic  congestions  at  the  intersection  of  an 
avenue  and  a  street  Mention  of  the  competition  was  made 
in  "Good  Roads"  for  April  3.  The  first  prize  of  $300  went 
to  John  Floyd  Yewell  of  New  York  City,  the  second  prize 
of  $200  was  awarded  to  John  Ambrose  Thompson  and  Ernest 
F.  Lewis,  and  Calvin  Kiessling  and  Herbert  E.  Davis  re- 
ceived the  third  prize  of  $100. 

*"  f?  ^^  designs  were  submitted.  They  were  placed  on 
exhibition  and  the  awards  were  made  by  a  jury  composed 


of  city  officials  and  engineers,  including  police  and  subway 
officials,  a  member  of  the  Municipal  Art  Commission  and 
several  prominent  architects. 

Mr.  Yewell's  plan  involves  the  use  of  a  tunnel  under  the 
avenue  and  the  cutting  of  a  small  portion  from  each  of  the 
four  corners  of  the  intersection.  The  elimination  of  de- 
livery wagon  traffic  is  accomplished  by  means  of  a  delivery 
court  in  the  center  of  each  of  the  four  blocks  surrounding  the 
intersection,  approached  through  a  driveway  leading  from 
the  cross  streets  above  and  below  the  intersection.  In  the 
center  of  the  intersection  is  a  clock  tower  which  not  only 
divides  traffic,  but  provides  accommodations  for  fire  or  other 
municipal  apparatus  and  for  a  stairway  to  the  tunnel. 

The  fact  that  so  many  designs  were  submitted  indicates  the 
interest  shown  in  the  subject  and  it  is  believed  that  the 
Municipal  Art  Commission  will  hold  a  similar  competition 
each  year. 


California  Highway  Commission  Wants  Bids 
on  Large  Road  Mileage 

The  California  State  Highway  Commission  expects  to 
award  contracts  shortly  for  the  construction  of  37.4  miles 
of  state  highway  in  fiive  counties. 

Bids  will  be  received  by  the  Commission  until  July  26  on 
the  following  units: 

Colusia  County,  0.3  mile  asphalt,  55  ft.  wide;  Marin  Coun- 
ty, about  4  miles  of  grading,  between  Burdell  and  St.  Vin- 
cent; Monterey  County,  about  11.7  miles  concrete,  between 
Greenfield  and  Camphora;  Santa  Barbara  County,  11.4  miles 
of  grading  between  Gaviota  Pass  and  Zaca  Station;  San  Luis 
Obispo  County,  10  miles  concrete  from  Atascadero  Creek  to 
Paso  Robles. 


NEWS  NOTES 


The  City  of  Urbana,  Ohio,  has  adopted  the  eight-hour  day  for 
all  public  contracts. 


The  County  CommlsslonerB  of  Cabell  County,  W.  Va.,  will  re- 
ceive bids  on  15  miles  of  paving  on  August  3. 


A  Bid  of  ¥451,843  for  $475,000  worth  of  state  highway  bonds 
has  been  accepted  by  the  Board  of  Supervisors  of  Tulare 
County,   Cal. 


The   Clly   KnslneerluK  Department   of  Indlanapolix,   Ind„    has 

completed    plans    for    a    324-tt.    bridge    across    Fall    Creek    at 
Meridian  St.,  to  cost  about  $150,000. 


The  Pennaylvanla  State  Highway  Department  has  given  no- 
tice that  owners  of  traction  engines  operated  for  other  than 
agricultural  purposes,  will  be  held  accountable  for  damage  done 
to  state  highways. 


PreMldent  Faherty  of  the  Board  of  Loeal  Improvements,  Chi- 
caso.  III.,  has  rejected  all  bids  for  approximately  $200,000  worth 
of  paving  because  of  their  similarity  and  also  because  he  con- 
sidered  them   too   high. 


Kepreaentatlvea  of  Alameda,  Berkeley  and  Oakland,  Cal.,  re- 
cently perfected  plans  for  a  bridge  to  replace  the  Webster 
street  drawbridge  at  Alameda  and  a  committee  was  authorized 
to  secure  government  approval.  The  bridge  will  cost  $700,000 
according  to  estimates. 


The  Bnreaa  of  ForelKu  and  Domeatic  Commerce  of  the  De- 
partment of  Commerce,  announces  that  the  Acting  British 
Consul  General  at  Bangkok,  Siara,  reports  that  tenders  will 
be  received  until  Oct.  29  by  the  Director  General  of  the  Siamese 
Royal  Railway  Department  (broad  gauge),  Bangkok,  Siam,  for 
three  steel  viaducts.  Bids  should  be  marked  "Tender  for  via- 
ducts" and  give  price  per  ton  delivered  on  the  railway  wharf 
at  Bangkok.  Copies  of  specifications  and  drawings  may  be  ob- 
tained from  the  Director  General  of  the  Department  on  pay- 
ment of  $3.77. 


July  10,   1915 


GOOD    ROADS 


63 


State  Highway   Funds  Available  for  County 
Use  in  Pennsylvania 

The  Pennsylvania  State  Highway  Department  has  com- 
pleted the  apportionment  of  state  aid  funds  among  the 
counties  and  has  determined  the  amount  available  for  state 
aid    highway   construction    during    1915   and    1916. 

State  Highway  Commissioner  Cunningham  and  Chief  En- 
gineer Uhler  are  of  the  opinion  that  it  is  unwise  for  the 
state  to  spend  money  for  state  aid  construction  only  to  have 
such  work  deteriorate  from  lack  of  care.  In  consequence  of 
this  view,  the  estimated  amount  of  money  necessary  for 
maintenance  during  1915  and  1916  of  previously  constructed 
state  aid  highways,  has  been  deducted  from  the  sum  avail- 
able for  state  aid  construction  in  each  county. 

A  number  of  counties  have  not  used  the  state  aid  appro- 
priations made  by  the  Legislatures  of  1911  and  1913  and  in 
such  cases,  the  unexpended  balance  has  been  added  to  the 
apportionment  of  the  1915  appropriation.  Other  counties 
have  contracts  outstanding  which  will  use  up  all  of  the  1911- 
1913  balance  as  well  as  the  1915  apportionment.  These  coun- 
ties, consequently,  face  a  deficit,  and,  in  some  instances  will 
be  unable  to  have  even  the  necessary  state  aid  maintenance. 

The  following  table  shows  the  balance  available  for  state 
aid  construction  during  1915  and  1916,  the  amount  esti- 
mated for  maintenance  and  the  net  balance  from  which  state 
aid  construction  will  be  financed  during  the  next  two  years. 


COMING  MEETINGS 


Balance 
County.  Available. 

Adam.s    J21,889.67 

Allegheny*    —  25,875.14 

Armstrong-    113,349.12 

Beaver*    — 117,522.83 


Bedford 

Berks    

Blair   

Bradford    

Bucks*    

Butler     

Cambria*     

Cameron    

Carbon    

Centre 

Chester     

Clarion 

Clearfield     

Clinton*     

Columbia    

Crawford     

Cumberland*    .  .  . 

Dauphin  ■   

Delaware     

Klk    

P^rie*     

Fayette*    

Forest     

Franklin    

Fulton    

Greene    

Huntingdon    .  . .  . 

Indiana     

Jefferson    

Juaniata    

Lackawanna*     .  . 

Lancaster*    

Ijawrence     

Lebanon*     

Lehigh    

Luzerne    

Lycoming    

McKean*     

Mercer    

Mifflin     

Monroe     

Montgomery*   .  .  . 

Montour     

Northampton    .  .  . 
Northumberland 

Perrv    

Pike     

Potter* 

Schuylkill    

Snyder    

Somer.set    

Sullivan    

Susquehanna    . .  . 

Tioga    

Union    

Venango*     

Warren     

Washington*    .  .  . 

Wayne    

Westmoreland   .  . 

Wyoming     

York*    


19,655.12 
125,661.19 

6,847.15 
56,184.02 

6,751.18 
27.394.75 

—  11,391.40 

3,011.62 
25,127.23 
45,871.65 
33,432.18 
90,403.94 
29,981,25 

—  4,721.41 
12,209.94 
70,993.79 
39,724.21 
27,068.84 
22,059.38 

6,609.81 

—  5,932.58 
21,209.29 
12,169.91 
36.208.52 

7,443.12 
33,621.27 
13,885.04 
62,974.47 
16,773.47 

8,602.40 
14,857.25 

1,593.90 
54,026.43 
14,118.53 
42,132.49 
43,735.54 
23,062.12 

—  1,468.47 
67,734.93 
23,250.46 
62.533.44 

5,804.35 

4,097.00 
12.370.08 
48,640.27 
11,355.72 

6.204.80 
13,189.76 
54,917.05 

8,483.84 
65,219.43 

5,783.24 
28,146.49 
38,908.72 
11.191.51 
12,851.53 
36,817.80 

—  92,480.62 
36.088.91 
45,018.24 
24,452.10 

—  9,069.94 


Maintenance, 

1915-1916. 

$3,925.17 

600.00 

21,982.95 

30,607.18 

18,390,00 

5,600.00 


19,657.40 

29,815.00 

23,545.74 

9,575.00 


21,063.79 

21,465.00 

9,784.58 

23,063.49 

22,803.30 

4,703.50 

4,990.00 

52,775.30 

1,350.00 

7,650.00 

5,800.00 

15,100.00 

25,846.01 

1,000.00 

13,999.00 

Vo's'.is 

5,124.00 

2,904.46 

4.364.40 

820.00 

21,238.18 

66,300.00 

13,901.48 

16,900.00 

24,600.00 

10,318.75 

902.40 

9,250.00 

18,583.51 

520.00 

1,529.00 

34,330.00 

1.444.00 

iis'oV.oi 
's.'eVs'.go 

19,673.46 
2,510.00 

22,'5'3'4'.66 

1,149.50 

675.00 

14,488.00 

i9,'9'4'8'.66 
250.00 

48,673.56 
2,227.85 

32,218.00 
5,101.31 
6,250.00 


Net 
Balance. 
$964.67 

-  26,475.14 
91,366.17 

-148,130.01 

1,265,12 

120,061.19 

6,847.15 

36,526.62 

-  23,063.82 

3,849.01 

-  20,966.40 

3,011.62 
25,127.23 
24,807.86 
11,967.18 
80,619.36 

6,917.76 

-  27,524.71 

7,506.44 
66,003.79 

-  13,051.09 
25,718.84 
14,409.38 

809.81 

-  21,032.58 

-  4,636.72 
11,169.91 
22,209.52 

7,443.12 
32,717.49 

8,761.04 
60,070.01 
12,409.07 

7,782.40 

-  6,380.93 

-  64,706.10 
40.124.95 

-  2,781.47 
17,532.49 
33,416.79 
22,159.72 

-  10,718.47 
49,151.42 
22,730.46 
61,004.44 

-  28,525.65 

2,653.00 
12,370.08 
33,832.23 
11,355.72 

2,565.90 

-  6,483.70 
52,407.05 

8,483.84 
42,685.43 

4,633,74 
27,471.49 
24,420.72 
11.191.51 

-  7,097.07 
36,567.80 

-141,154.18 
33,861.06 
12,800.24 
19,350.79 

-  15,319.94 


July  14-16 — North  Carolina  Good  Roads  Association — An- 
nual meeting,  Asheville,  N.  C.  Secretary,  Joseph  Hyde  Pratt, 
Chapel  Hill,  N.  C. 

August  5-7. — Texas  Good  Roads  Association  and  County 
Judges'  and  Commissioners'  Association — Mid-Summer  Meet- 
ing, Agricultural  and  Mechanical  College  of  Texas,  College 
Station,  Tex.  Secy.,  Texas  Good  Roads  Association,  D.  E. 
Colp,  San  Antonio. 

August  11-12. — Pacific  Highway  Association. — Fifth  an- 
nual meeting,  San  Francisco,  Cal.  Secretary,  Henry  L. 
Bowlby,  510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

Sept.  13. — Tri-State  Roads  Association. — Third  annual  con- 
vention, San  Francisco,  Cal.  Executive  Secy.,  Geo.  E.  Boos, 
1220  Flood  Bldg,,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with   the   Pan-American  Road  Congress.) 

September  13-17 — AmericcUi  Road  Builders'  Association 
and  American  Highway  Association. — Pan  American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Builders' 
Association,  E.  L.  Powers,  150  Nassau  St.,  New  York,  N.  Y. 
Executive  Secretary,  American  Highway  Association,  I.  S. 
Pennybacker,  Colorado  Bldg,  Washington,  D.  C. 

October  4-7 — Northwestern  Road  Congress — Annual  meet- 
ing. Cedar  Rapids,  la.  Secy.-Treas.,  J.  P.  Keenan,  Sentinel 
Bldg.,  Milwaukee,  Wis. 

October  11-12 — National  Paving  Brick  Manufacturers'  As- 
sociation— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.  Blair,  B.  of  L.  E.   Bldg,,  Cleveland,  O. 

October  12-14 — American  Society  of  Municipal  Improve- 
ments— Annual  convention.  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Building,  Indianapolis,  Ind. 

November  17-19 — National  Mtmicipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 


The  New  York  State  Automobile  Association  will  hold  its 
mid-summer  meeting  at  Niagara  Falls,  N.  Y.,  on  Monday, 
July  19.  Headquarters  will  be  at  the  Prospect  House,  but 
arrangements  have  been  made  for  special  rates  at  other  hotels 
and  garages.  The  program  includes  visits  to  the  plant  of 
the  Niagara  Falls  Power  Co.,  and  to  other  of  the  large  manu- 
factories located  at  Niagara  Falls.  The  meeting  will  close 
with  a  ball. 


PERSONAL   NOTES 


*Indicates  that  appropriation  has  been  exhausted  and  that 
contracts  are  outstanding  requiring  the  indicated  sum  In  excess 
of  the  apportionment. 


E.  J.  Holland  has  resigned  as  City  Engineer  of  Guelph,  Ont. 

L.  E.  Thornton  has  been  reelected  City  Engineer  of  Pen- 
sacola,  Fla. 

A.  A.  Sellers,  Superintendent  of  Highways  of  Chester 
County,  Pa.,  has  resigned. 

William   MacKenzic   Hughes,   M.  Am.   Soc.   C.   E.,  a  well-_ 
known  consulting  bridge  engineer,  died  recently  at  his  home 
in   Chicago,   111. 

W.  J.  Knauer,  Inspecting  Engineer  of  the  New  York 
State  Highway  Commission,  has  been  appointed  Superin- 
tendent of   Highways  of  Chautauqua  County,   N.   Y. 

Captain  Louis  D.  C.  Gaskill  died  recently  at  his  home  in 
Denver,  Colo.  He  l)uilt  the  first  road  over  the  Rocky 
Mountains,  connecting  the  Eastern  and  Western  slopes  over 
Berthoud  Pass. 


64 


GOOD    ROADS 


July  10,  1915 


Ambrose  U.  White,  Assistant  Engineer  to  the  Paving  Com- 
mission o(  Baltimore.  Md..  has  resigned  to  take  a  position 
with  the  Pennsylvania  State  Highway  Commission. 

John  H.  Boschen  has  been  appointed  Assistant  Commis- 
sioner of  Public  Works  of  the  Borough  of  Manhattan,  New 
York  City,  to  fill  the  vacancy  caused  by  the  promotion  of 
Ralph  Folks  to  the  Comniissioncrship,  as  noted  in  "Good 
Roads"  for  June  26.  Mr.  Boschen  was  President  of  the  Com- 
moawealth  Savings  Bank  of  New  York  City. 

F.  F.  Prentiss,  Vice  President  of  the  Cleveland  Twist  Drill 
Co.;  Morris  A.  Black,  President  of  the  H.  Black  Co.;  H.  M. 
Farnsworth,  President  of  the  Cuyahoga  County  Park  Board; 
William  G.  Mather,  President  of  the  Cleveland-Cliffs  Iron 
Ca,  and  O.  P.  Van  Sweringcn,  Director  of  the  Cleveland  & 
Youngstown  Railroad  Co.,  have  been  appointed  members  of 
the  recently  authorized  City  Plan  Commission  of  Cleveland,  O. 

H.  E.  Bilger,  M.  Am  Soc.  C.  K.,  Road  Engineer,  Illinois 
State  Highway  Department,  has  had  the  degree  of  Mastei 
of  Science,  pro  merito,  conferred  upon  him  by  Bucknell  Uni- 
versity. Mr.  Bilger  is  a  graduate  of  Bucknell  with  the  degree 
of  Ph.  B.,  and  also  of  the  University  of  Missouri  with  the 
degree  of  B.  S.  in  C.  E.  For  six  years  following  1907  he 
served  the  Illinois  State  Highway  Commission  as  Assistant 
Engineer  and  Division  Engineer,  residing  to  accept  the  posi- 
tion of  Senior  Highway  Engineer  with  the  United  States 
Government.  In  April,  1914,  he  resigned  to  take  up  the  work 
of  his  present  position  which  was  won  in  open  competition 
with  lOJ  candidates. 


Tkc  Voters  uf  Mohave  County,  Arlsoun,  will  vote  on  a  bond 
Issue  of  $100,000   for  pood   roads  July  27.    ' 


NEWS  OF  THE  TRADE 


The  Phoenix  Paving  Co.  has  been  incorporated  at  Astoria, 
Ore.,  with  a  capital  stock  of  $50,000. 

The  National  Slag  Co.,  of  Philadelphia,  Pa.,  has  trans- 
ferred its  branch  office  from  30  Church  St.,  New  York  City,  to 
the  Kinney  Building,  Broad  and  Market  Sts.,  Newark,  N.  J. 

The  United  States  Motor  Truck  Co.  has  issued  a  24-page 
and  cover  catalogue,  descriptive  of  its  heavy  service  motor 
trucks.  The  catalogue  contains  specifications  of  the  various 
types  and  is  illustrated. 

The  J.  I.  Case  Threshing  Machine  Co.,  Racine,  Wis.,  has 
taken  over  the  plant  and  equipment  of  the  Perfection  Road 
Machinery  Co.,  Galion,  O.,  makers  of  Perfection  road  grad- 
ers, drags  and  rooter  plows.  The  product  of  this  company 
has  been  sold  exclusively  by  the  Case  Co.  for  several  years. 
The  Perfection  plant  will  be  moved  to  Racine  and  the 
graders  will  be  manufactured  and  sold  as  Case  graders. 

".Asphalt  Roadways  for  Private  Estates,  Club  Grounds 
and  Parks"  is  the  title  of  a  booklet  recently  issued  by  the 
Barber  Asphalt  Paving  Co.,  Philadelphia.  Pa.  It  contains 
a  number  of  half-tone  reproductions  of  views  of  the  roads 
on  some  of  the  well-known  estates  as  well  as  those  of  clubs 
and  parks.  The  text  consists  of  a  discussion  of  the  best 
types  of  roadway  construction  under  such  conditions  as  the 
title  would  suggest. 

The  Marion  Steam  Shovel  Co.  and  the  Marion-Osgood 
Co.,  Marion,  O.,  announce  that  the  litigation  which  has  been 
carried  on  between  them  for  several  years  has  been  amicably 
adjusted.  The  settlement  covers  all  machinery  heretofore 
shipped  by  the  Marion-Osgood  Co.,  and  grants  to  that  con- 
cern the  shop  rights  to  continue  the  use  of  those  patents 
held  by  the  Marion  Steam  Shovel  Co.  which  are  involved 
in  the  Marion-Osgood  Company's  machines  as  at  present 
constmctcd. 


Thr    Commiaalonera'    Court    of    Kl    Pa«o    County,    Texas,    has 

called   an   election   for  July    27    on   a   $750,000    bond   Issue   for   a 
system  of  Improved  highways. 


Surveys    Are    BeInK    Made    for    the    Calro-Hnrtvllle    Road    In 

Stark   (.'ounty,   Ohio,    a    distance   of  about   5    miles.      Petitioners 
for  the  road  want  a  concrete  pavement. 


The  Hoard  of  County  Commissioners  of  MontKomery  County, 
Ohio,  is  considering  the  improvement  of  four  miles  of  public 
hiBhway   from  Phllllpsburg,  O.,  to  the  Salem  Pike. 


St.  Mary  I'arlsh,  La.,  has  authorized  the  construction  of  66 
miles  of  Kravcl  road  from  Berwick  to  Jeanerette.  A  bond  Issue 
of  $250,000  has  been  voted  to  pay  for  the  Improvement. 


County  Coiiinilssioners  of  Cuyahonca,  GeaiiKU,  PortaKe  and 
Summit  Counties,  Ohio,  have  agreed  to  pave  the  county  line 
road  between  their  counties.     The  road  is  about  four  miles  long. 


CommlsHloner  Lafaye  of  the  Department  of  Public  Property, 
New  Orleans,  liOulslana,  has  announced  that  contracts  exceed- 
ing $1,500,000  win  probably  be  advertised  within  the  next  60 
days. 


The  City  Knglneer  of  Los  Angreles,  Cal.,  has  filed  with  the 
City  Council  a  preliminary  report  on  the  Bunker  Hill  open 
cut  Improvement  plan.  The  cost  of  the  project  Is  estimated 
at   $3,700,000. 


According  to  Assistant  City  Engineer  Dutton  of  Minneapolis, 
Minnesota,  only  abouf  half  of  the  $1,000,000  worth  of  new  pav- 
ing ordered  for  this  year,  will  be  completed  owing  to  delay  In 
securing    funds. 


The  Voters  of  Miami,  Florida,  will  vote  on  a  bond  issue  of 
$550,000  during  the  month  of  August.  Of  this  amount  it  is 
planned  to  use  $150,000  for  the  constructipn  of  two  bridges 
across   the  Miami   River. 


l~he  Hoard  of  Governors  of  the  Florida  Good  Roads  Associa- 
tion will  meet  at  St.  Augustine,  Fla.,  on  July  24.  This  is  the 
first  of  a  series  of  similar  meetings  which  it  is  planned  to  hold 
during  the  summer.     - 


The  County  Commissioners  of  Chatham  County,  Georgia,  are 

being  urged  to  call  an  election  on  a  $1,000,000  bond  issue.  It  is 
planned  to  use  $375,000  of  this  amount  for  a  road  from  Savan- 
nah to  Tybee,  Ga.,  and  $225,000  for  permanent  good  roads  in 
the  county. 


Crooker  Hill,  a  Dangerous  Spot  on  the  so-called  Lincoln 
Highway  at  Effingham,  111.,  was  rernoved  recently  by  the  use 
of  dynamite.  It  is  estimated  that  143  cu.  yds.  were  blasted  out 
by  the  use  of  125  lbs.  of  explosive.  The  work  was  done  by  em- 
ployes of  the  du  Pont  Powder  Co. 


The  OrganlKatlon  of  the  Chloago-Dnliuque  Highway  Associa- 
tion was  completed  at  a  meeting  held  recently  at  Frecport,  111., 
when  the  following  officers  were  elected:  President,  J.  P.  Car- 
son. Warren,  111.;  Vice-President,  B.  P.  Hill,  Frecport,  111.;  Sec- 
retary. R.  R.  Sherrard,  Warren,  111.;  Treasurer,  G.  L.  Baldwin, 
Lena.  111. 


The  Dixie  Short  Route  Highway  Association  has  been  formed 
by  citizens  of  Pulaski,  Wilcox,  Ben  Hill,  Irwin,  Coffee,  Ware, 
Charlton,  Houston  and  Pierce  Counties,  Georgia,  at  a  meeting 
held  recently  at  HawkinsviUe,  Ga.  The  following  officers  were 
elected:  Chairman,  W.  R.  Bowen;  VIce-Chairman,  J.  C.  Brewer; 
Secretary,  M.  Gilders;   Treasurer,  J.  J.  Whitfield. 


The  I'uliilc  Works  Committee  of  the  I,os  .Angeles,  Cal.,  City 
Council  has  approved  the  plan  of  the  Board  of  Public  Utilities 
for  viaducts  across  the  bed  of  the  Los  Angeles  River  and  the 
Industrial  district  of  the  city.  This  plan,  which  involves  an 
estimated  expenditure  of  $4,260,000,  was  outlined  In  "Good 
Roads"  for  June  19.  although  at  that  time  the  probable  cost 
was  placed  at  a  lower  flBur?, 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Scrlas,  Vol.  XLVUI. 
New  SetlM.Vol.  X. 


NEW  YORK,  JULY  17,  1915 


Niunfier 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sefr'jr. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  StatM, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  TwelT* 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico ;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertltsrs 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  ths 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  befor^date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


provided  with  a  library,  a  phonograpli  and  a  baseball  outfit, 
and  each  convict  has  been  given  an  outfit  of  fishing  tackle. 

By  order  of  the  Governor,  each  convict  is  given  two  days' 
commutation  of  sentence  each  month,  for  good  behavior, 
and  after  the  eight-hour  work  day  has  been  completed,  the 
county  pays  the  men  for  two  hours'  extra  work  at  the  pre- 
vailing rate  of  wages. 

State  Highway  Commissioner  Buflfum  has  given  personal 
attention  to  the  commissariat.  The  bill  of  fare  includes 
cereals,  eggs,  fresh  meat,  vegetables,  milk,  butter,  sugar  and 
fresh  fish   which   the   men   catch  themselves. 


Copyright  1915  by  the  B.  L.  Powen  Co. 

Entered  in  New  York  Post  Office  as  Second  Class  Mattrf 


Sand  Cushion  for  Granite  Blocks  Abandoned 
in  the  Borough  of  Manhattan 

According  to  a  recent  announcement  by  Eugene  W.  Stern, 
Chief  Engineer  in  Charge  of  Highways  of  the  Borough  of 
Manhattan,  New  York  City,  the  use  of  a  sand  cushion  for 
granite  blocks  has  been  abandoned.  In  reference  to  this 
action,  Chief  Engineer  Stern  says: 

"Under  the  1915  specifications  a  mortar  bed  is  used  con- 
sisting of  one  (1)  part  Portland  cement  to  three  (3)  parts 
sand,  mixed  almost  dry.  The  blocks  are  just  as  readily 
brought  to  a  proper  surface  by  ramming  as  when  the  old 
sand  cushion  was  used.  The  mortar  hardens  in  a  few  weeks 
even  under  traffic. 

"The  great  advantage  of  the  mortar  bed  over  the  sand 
cushion  is  that  surface  water  leaking  through  the  joints  of 
the  blocks  does  not  cause  depressions  in  the  surface,  which 
was  the  case  with  the  sand  cushion,  and  the  cost  of  mainte- 
nance is  considerably  reduced  thereby." 


Convict  Labor  Being  Used  On  Road  Work  in 
Missouri 

The  State  of  Missouri  has  established  its  first  convict  road 
camp  under  the  direction  of  State  Highway  Commissioner 
Frank  W.  Buflfum  and,  according  to  recent  reports,  the  ex- 
periment has  been  a  success   from  every  point   of  view. 

The  camp  is  in  Osage  County,  about  25  miles  east  of  Jef- 
ferson City,  Mo.,  where  a  stretch  of  road  on  the  edge  of 
a  rock  bluflf  is  being  widened.  Tents  were  purchased  out 
of  the  state  road  fund  and  quarry  tools  were  loaned  by 
one  of  the  county  judges  of  Osage   County.     The   camp   is 


The  Comparison  of  European  and  American 
Pavements 

About  three  years  ago  we  took  occasion  to  note  editorially 
the  prevalence  of  the  idea  that  the  pavements  of  the  Euro- 
pean countries  are  superior  to  those  in  this  country  and  the 
implied  lack  of  ability  an  the  part  of  .American  engineers. 
Our  comments  on  tlii.s  matter  were  made  in  reviewing  the 
report  on  New  York  City  pavements  made  by  a  committee 
of  twenty-two  appointed  by  the  late  Mayor  Ga'ynor  of  New 
York  at  the  instigation  of  a  joint  committee  representing 
the  Chamber  of  Commerce  of  New  York,  the  Merchants' 
•Association  of  New  York,  the  Board  of  Transportation  of 
New   York   and   the   Automobile    Club   of   America. 

An  interesting  and  instructive  discussion  of  alleged  Euro- 
pean superiority  appears  in  the  introduction  to  the  report 
on  street  paving  and  maintenance  in  European  cities,  by 
former  Chief  Engineer  of  the  Bureau  of  Highways  of  the 
Borough  of  Manhattan,  H.  W.  Durham,  which  was  noted  in 
"Good  Roads"  for  June  S.    Mr.  Durham  says  in  part: 

"The  casual  tourist  in  the  course  of  a  trip  notes  some 
point  of  street  practice  which  comes  to  his  attention  as 
differing  from  that  at  home,  and  on  his  return  becomes  a 
paving  expert  by  urging  its  superiority  and  demanding  its 
installation  here.  He  may  have  no  knowledge  of  the  reasons 
behind  the  different  practices  he  has  seen.  He  has  probably 
no  information  as  to  the  extent  to  which  what  he  has  noted 
is  typical.  But  on  the  strength  of  being  able  to  say,  'I  have 
been  there  and  seen  it,'  he  obtains  a  hearing  for  his  asser- 
tions much  more  extensive  than  their  importance  warrants. 

"It  was  strongly  desired  to  avoid  any  such  error  by  mak- 
ing, not  a  hasty  survey,  but  a  careful  inspection  of  each 
city.  Some  of  the  places  were  visited  two  or  three  times 
at  different  periods,  in  order  to  correct  first  impressions 
and  to  see  the  streets  at  diflferent  seasons.  Some  cities 
which  were  in  most  orderly  condition  during  public  cele- 
brations or  at  the  height  of  the  fashionable  season  were 
later  found  in  considerable  disarray. 

"Visits  were  made  to  the  officials  charged  with  the  care 
of  the  streets  and  information  obtained  from  them  as  to  the 
entire  area  under  their  jurisdiction.  The  most  conscientious 
official,  however,  would  naturally  desire  to  display  the  best 
side  of  the  work  under  his  charge,  and  inspection  trips  were, 
accordingly,  not  confined  to  those  made  in  the  company  of 


66 


GOOD    ROADS 


lulv  17,  1915 


'the  ciiy  official*,  although  many  such  courtesies  were  ex- 
tendea  by  them;  but  a  Urge  mileage  of  the  streets  in  eacli 
city  was  traversed  informally  with  the  object  of  observing 
not  only  the  good  but  the  inferior  conditions  prevalent  and 
the  ordinary  methods  of  doing  construction,  maintenance 
and  repair  work  when  not  under  formal  inspection. 

"The  tourist  sees  only  a  limited,  usually  the  best,  part 
of  a  great  city,  and  by  this  limited  and  cursory  impression 
later  measures  the  average  or  the  poorest  condition  in  his 
own  city.  This  method  of  comparing  a  maximum  with  an 
average  gives  ample  opportunity  for  destructive  criticism 
and  personal  importance,  but  is  of  no  value  in  an  effective 
study  of  relative  conditions.  Particular  care  was  taken  to 
avoid  it  by  obtaining  all  the  facts  available  in  regard  to 
the  subject. 

"The  study  included  the  following  countries:  Great  Britain, 
France,  Germany.  Belgium,  Holland,  Switzerland,  Austria 
and  Italy.  The  governments  of  these  countries  represent 
all  types  prevalent  in  Europe.  Their  forms  of  city  organiza- 
tion differ  as  widely  as  do  those  of  the  nations.  But  there 
was  not  found  such  a  diversity  of  methods  of  organization 
for  the  control  of  streets. 

"A*  a  general  thing,  one  of  two  methods  was  found  in 
force: 

"First,  where  a  strongly  centralized  authority,  reporting 
to  a  general  city  government,  controls  all  municipal  work 
through  a  system  of  small  unit  organizations,  each  in  charge 
of  a  district,  supervising  all  construction  within  its  area. 

"Second,  local  control,  existing  in  large  cities  without  a 
centralized  government,  or  in  small  cities  where  the  or- 
ganization does  not  require  subdivisions,  where  each  borough 
is  largely  independent  of  highway  authority  and  places  con- 
trol of  city  work  under  a  single  head  reporting  to  its  govern- 
ing council;  the  subdivisions  being  usually  charged  with 
independent  direction  throughout  the  entire  borough  of  the 
different  classes  of  work  controlled. 

"Numberless  variations  to  any  such  rules  are  to  be  en- 
countered, but  in  every  city  there  was  found  some  equiva- 
lent to  our  public  works  department,  usually  operated  under 
the  authority  of  the  city  council  or  governing  officials  and 
usually  headed  by  an  executive  officer,  who  is  almost  in- 
variably an  engineer.  Frequently "  this  officer  controls  all 
street  work,  including  pavements,  sewers,  lighting,  clean- 
ing, subways  and  water  supply.  In  other  cities  there  are 
separate  departments  for  some  of  the  latter,  and  he  has 
charge  of  only  the  pavements  proper — their  drainage,  clean- 
ing and  lighting. 

"With  the  exception  of  the  strongly  centralized  and  com- 
plex organization  prevalent  throughout  France,  the  foreign 
public  works  department  is  of  somewhat  simpler  form  than 
onri.  Everywhere  records  and  machinery  of  control  are 
regarded  as  more  of  a  means  and  not  so  much  an  end  as 
in  this  country.  The  aim  of  the  municipal  engineer  abroad, 
however  he  may  fail  of  reaching  it,  is  to  maintain  his  streets 
in  perfect  condition,  and  not  so  especially  to  have  a  system 
of  card  records  and  filing  cases  for  exhibit  and  for  a  basis 
of  learned  discussion,  as  is  sometimes  the  case  in  this 
country. 

"It  should  be  noted  before  proceeding  to  a  detailed  study 
of  the  cities  visited  that  there  must  be  constantly  borne  in 
mind,  when  making  comparisons,  the  fundamental  differ- 
ence in  spirit  between  the  European  and  American,  perhaps 
best  manifested  in  the  greater  regard  for  the  letter  of  the 
law  and  an  orderly  method  of  procedure  observed  abroad, 
possibly  due  to  each  individual  having  a  sense  of  belonging 
to  a  particular  station  in  life  with  consequent  less  personal 
freedom.  7*he  advantages  of  our  type  of  government  entail 
certain  disadvantages  in  administration,  and  no  recognition 
of  the  difference  wilt  make  possible  any  material  change." 


Illinois  Highway  Department  Issues  Fiscal 
Regulations 

The  fiscal  regulations  ot  tlio  Illinois  State  Highway  De- 
partment have  been  recently  issued  in  booklet  form,  known 
as   Bulletin    No.   7,   for   the   information   of   department   om- 

ployes. 

The  booklet  contains  all  of  the  department  rogula'ions 
regarding  recommendations  and  appointments,  field  hours, 
vacations,  expense  accounts,  the  purchasing  of  materials  and 
tools  in  the  field  and  a  section  devoted  to  general  notes 
to  employes. 


Marysville,  California,  to  be  Represented  at  the 
Tri-State  Convention 

Marysville,  Cal.,  will  be  well  represented  at  the  annual 
convention  of  the  Tri-State  Good  Roads  Association  which 
opens  September  13  at  San  Francisco,  Cal.,  as  already  an- 
nounced in  "Good  Roads." 

In  addition  to  Mayor  H.  E.  Hyde  and  the  members  of  the 
City  Council,  who  will  attend  by  virtue  of  office,  the  Mayor 
has  appointed   the  following  delegates: 

H.  B.  P.  Garden,  W.  G.  Sutliflf,  Clarence  Hopkins,  Harry 
Hoskins,  Samuel  Ewell,  C.  J.  McCoy,  F.  D.  Gordon,  Edward 
Lewis,  P.  Powell,  J.  R.  Foster,  J.  O.  Gates,  E.  J.  Booth, 
S.  Lemek,  F.  E.  Smith,  G.  Schneider  A.  L.  Harris,  C.  A. 
Wetmore,   Martin  Sullivan,   Edward  Wallis  and   Philip  Wil- 


Ohio  to  Let  Road  Contracts  Amounting  to 
More  Than  $1,000,000 

State  Highway  Commissioner  Cowcn  of  Ohio  will  award 
contracts  for  more  than  $1,000,000  worth  of  highway  work 
at  Columbus,  O.,  on  July  2i. 

It  is  expected  that  a  large  number  of  road  men  will  at- 
tend the  opening  of  the  bids  and  the  gathering  is  to  be  made 
the  occasion  of  a  meeting  under  the  auspices  of  the  Ohio 
Good  Roads  Association  and  the  Ohio  Engineei-ing  Society. 

An  attempt  will  be  made  to  adopt  standard  specifications 
for  all  counties  in  an  effort  to  remedy  what  is  considered 
a  serious  defect  in  the  Cass  highway  law.  The  law  permits 
a  county  to  share  in  state  funds  on  certification  that  40  per 
cent,  of  its  roads  have  been  repaired  up  to  a  certain  stand- 
ard, but  permits  each  county  to  set  its  own  standard.  , 


Alabama  and  Georgia  Counties  to  Build  132 
Miles  of  Highway 

At  a  recent  meeting  held  at  Rome,  Ga.,  by  citizens  of 
Cherokee,  Etowah,  Jefferson  and  St.  Clair  Counties,  Ala., 
and  Floyd  County,  Ga.,  an  organization  known  as  the  Forrest 
Highway  Association  was  formed  for  the  purpose  of  build- 
ing a  highway  132  miles  in  length,  from  Rome,  Ga.,  to  Birm- 
ingham, Ala.,  connecting  the  counties  interested  with  the 
trunk  lines  of  the  so-called  Dixi^  and  Jackson  Highways. 

The  following  officers  were  chosen  at  the  meeting:  Presi- 
dent, R.  W.  Massey,  Birmingham,  Ala.;  Vice-Presidents, 
T.  J.  Simpson,  Floyd  County;  J.  M.  Garvin,  Cherokee 
County;  L.  L.  Herzberg,  Etowah  County;  N.  A.  Wood,  St. 
Clair  County;  J.  W.  O'Neill,  Birmingham;  Secretary,  H.  A. 
Wheeling,  Rome,  Ga.;  Treasurer,  Earl  Lay,  Gadsden,  Ala. 


Autharltlen  of  Detroit,  Mich.,  are  contemplating  a  charter 
amendment  to  give  the  city  broader  powers  in  the  issuing  of 
bonds. 


The  County  HiKhway  C'onunlmilon  of  HiimphreyR  County, 
Tenn.,  lias  rejected  all  bids  for  an  issue  of  $250,000  worth  of 
road  bonds. 


The  Faulkner  County,  Ark..  Good  Roadu  .\i<«iorlatlon  was  or- 
ganized recently  at  Conway.  Ark.  Wellington  Robbins  is 
Chairman   and   William   B.   Stark,   ot  Conway,   Is  Secretary. 


July  17,  1915 


GOOD    ROADS 


67 


New  Bridge  Specifications  and  Contract  Forms 
Issued  in  Illinois 

The  Illinois  State  Highway  Ucpaitmeiit  has  just  issued 
new  contract  forms  and  general  specifications  for  inter- 
county  bridge  work.  These  are  embodied  in  a  book  of  34 
pages  which  has  been  sent  to  all  bridge  contractors  and 
county  superintendents  of  highways. 

In  addition  to  a  form  of  contract,  the  book  contains  a 
set  of  general  clauses  regarding  the  observance  of  laws 
and  ordinances,  the  use  of  patented  devices,  clearing  up, 
payments,  bond,  etc.,  a  description  of  types  of  bridges  and 
specifications  as  to  loads  and   stresses. 

There  are  also  specifications  for  foundations,  concrete 
and  steel  bridges,  painting,  creosoted  timber,  plank,  Idock 
and  bituminous  wearing  surface  floors  and  for  piling. 


COMING  MEETINGS 


August  5-7. — Texas  Good  Roads  Association  and  County 
Judges'  and  Commissioners'  Association — Mid-Summer  Meet- 
ing, Agricultural  and  Mechanical  College  of  Texas,  College 
Station,  Tex.  Secy.,  Texas  Good  Roads  Association,  D.  E. 
Colp,  San  Antonio. 

August  11-12. — Pacific  Highway  Association. — Fifth  an- 
nual meeting,  San  Francisco,  Cal.  Secretary,  Henry  L. 
Bowlby,  510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

Sept.  13. — Tri-State  Roads  Association. — Third  annual  con- 
vention, San  Francisco,  Cal.  Executive  Secy.,  Geo.  E.  Boos, 
1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with   the   Pan-American   Road   Congress.) 

September  13-17 — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan  American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Builders' 
Association,  E.  L.  Powers,  150  Nassau  St.,  New  York,  N.  Y. 
Executive  Secretary,  American  Highway  Association,  I.  S. 
Pennybacker,  Colorado  Bldg,  Washington,  D.  C. 

October  4-7 — Northwestern  Road  Congress — Annual  meet- 
ing. Cedar  Rapids,  la.  Secy.-Treas.,  J.  P.  Keenan,  Sentinel 
Bldg.,  Milwaukee,  Wis. 

October  11-12 — National  Paving  Brick  Manufacturers'  As- 
sociation— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,  B.  of  L.   E.   Bldg.,   Cleveland.  O. 

October  12-14 — American  Society  of  Municipal  Improve- 
ments— Annual  convention.  Dayton,  O.  Secretarj',  Charles 
Carroll   Brown,  702  Wulsin   Building,   Indianapolis,   Ind. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  RogCiS  Woodrufif, 
705  North  American  Building,  Philadelphia,  Pa. 


The  Texas  Good  Roads  Association 

It  is  announced  that  practically  every  road  material  and 
machinery  company  doing  business  in  Texas  has  arranged  to 
have  an  exhibit  at  the  joint  convention  of  the  Texas  Good 
Roads  Association  and  the  County  Judges'  and  Commis- 
sioners' .Association  which  will  be  held  at  the  Agricultural 
and  Mechanical  College  of  Texas  at  College  Station,  Tex.,  on 
August  5,  6  and  7. 

The  first  day  will  be  devoted  entirely  to  registration  and 
organization,  a  session  for  the  latter  purpose  Ijcing  scheduled 
for  2  p.  m.,  with  Dean  D.  W.  Spence  of  the  college,  presid- 
ing. Thursday  evening  there  will  be  illustrated  lectures  and 
moving  pictures  showing  different  methods  of  road  con- 
struction. 

The  program  for  Friday  morning,  August  6,  includes  the 
following  subjects,  each  to  be  followed  by  a  general  dis- 
cussion: 


"Should  a  Highway  Engineer  or  Competent  County  Road 
Superintendent  be  Employed  by  the  Wealthier  Counties 
When  Only  tlie  Road  and  Bridge  Fund  Is  to  Be  Expended 
on  Roads?"  by  Judge  J.  R.  Davis,  San  Antonio;  "Are  Special 
Road  Laws  Advisable?"  by  Judge  J.  P.  Pool,  Victoria; 
"Should  a  Commissioner  be  -Supreme  in  the  Expenditure  of 
Money  in  His  Own  Precinct?"  Commissioner  James  Miller, 
Dallas;  "County  Convict  Labor:  (a)  How  Do  You  Handle 
Convicts?  (b)  Are  They  Satisfactory  in  Handling  Road 
Graders?  (c)  Do  You  Use  the  'Bat'?  (d)  Should  Chains 
Be  Used  Indiscriminately?"  Judge  W.  N.  Tidwell,  Waxa- 
hachie;  "Girls'  Training  School,"  Judge  Quentin  D.  Corley, 
Dallas. 

At  the  afternoon  session  on  Friday,  Governor  James  E. 
Ferguson  will  make  an  address  and  there  will  be  a  discus- 
sion of  state  and  county  highway  legislation  led  by  A.  N. 
Johnson  of  the  Bureau  of  Municipal  Research,  New  York 
City,  N.  Y.  Those  taking  part  in  the  discussion  will  be  L.  E. 
Boykin,  U.  S.  Office  of  Public  Roads;  Senator  H.  L.  Darwin 
of  Cooper,  Tex.;  Judge  A.  J.  Eylers  of  El  Paso,  and  R.  L. 
Potts  of  Waco.  This  session  will  include  the  discussion  of 
a  l)ill  providing  for  a  State  Highway  Commission  in  Texas 
and  for  the  organization  of  a  County  Highway  Department 
as  outlined  in  "Good  Roads"  for  June  26. 

There  will  be  a  banquet  on  Friday  evening  and  the  final 
session  will  commence  at  9  a.  m.  on  Saturday  when  Dr.  L. 
I.  Hewes  of  the  U.  S.  office  of  Public  Roads  will  lead  a  dis- 
cussion on  the  subject  "Maintenance  of  Public  Roads." 
Those  taking  part  will  be  Lamar  Cobb,  State  Highway  En- 
gineer of  Arizona;  A.  N.  Johnson  of  the  Bureau  of  Municipal 
Research,  New  York  City,  and  John  B.  Hawley,  President 
Texas  Association  of  Members  of  the  \n\.  Soc.  C.  E. 


MEETINGS 


The  County  Councils  Association 

The  National  Road  Conference  of  Great  Britain  and  the 
National  Road  Exhibition  were  held  in  the  Royal  Agricul- 
tural Hall,  London,  England,  from  June  25  to  July  1, 
under  the  auspices  of  the  County  Councils  Association. 

The  conference  proper  opened  on  Monday,  June  26,  with 
a  discussion  on  the  use  of  tar,  pitch  and  bitumen  in  road 
construction  and  maintenance,  led  by  Percy  J.  Sheldon,  M. 
Inst.  C.  E.,  and  Alfred  J.  Lyddon,  Assoc.  M.  Inst.  C.  E., 
respectively  Surveyor  and  Deputy  Surveyor  of  the  County 
of  Essex. 

Papers  read  during  the  conference  included  the  following: 
"The  Adequacy  of  Bituminous  Roads,"  by  G.  H.  Jack, 
County  Surveyor  of  Hertfordshire;  "Heavy  Traffic,"  by  Har- 
court  E.  Clare,  Clerk  of  the  Lancashire  County  Council,  and 
Ernest  J.  Elford,  M.  Inst.  C.  E.,  Borough  Engineer,  South- 
end-on-sea;  "The  Classification  of  Roads,"  by  G.  Montagu 
Harris,  Secretary  to  the  County  Councils  Association,  and 
"The  Reconstruction  of  Roads  in  Belgium,"  by  Henri  Van- 
dervin.  Engineer  in  Chief  and  Director  of  Bridges  and 
Highways  of  Belgium. 


North  Carolina  Good  Roads  Association 

The  annual  meeting  of  the  North  Carolina  Good  Roads 
Association  was  held  at  Asheville,  N.  C,  on  Wednesday, 
Thursday  and  Friday  of  this  week  and,  according  to  reports, 
was  attended  by  a  large  number  of  delegates  and  others 
interested  in  the  movement  from  all  parts  of  the  state. 

It  was  found  to  be  impossible  to  secure  a  complete  report 
of  the  proceedings  for  publicaion  in  this  issue  of  "Good 
Roads,"  but  a  more  extended  account  of  the  meeting  will 
appear  in  a  subsequent  issue. 


68 


GOOD    ROADS 


July  17,  1915 


PERSONAL   NOTES 


Samuel  J.  Mott  has  been  appointed  City  Engineer  of  Sara- 
toga Springs,  N.  Y. 

W.  \V.  Kraft  has  been  appointed  Superintendent  of 
Streets  of  Evanston,  III. 

Daniel  J.  ilack,  a  street  paving  contractor,  died  recently 
at  his  home  in  Tappan,  N.  Y. 

B.  H.  Klycc,  Assoc.  M.  Am.  See  C.  E.,  has  been  appointed 
City   Engineer  of  Miami,  Fla. 

A.  K.  Xicolayson  has  resigned  as  .\ssistant  City  Engineer 
in  charge  of  bridge  construction  of  San  Antonio,  Tex. 

.\aron  Ward,  a  well-known  contractor  of  Camden,  N.  J., 
died  recently  in  Cooper  Hospital,  Camden,  aged  81  years. 

E.  M.  Turner,  .\ssistant  City  Engineer  of  Shreveport,  La., 
has  been  elected  City  Engineer  vice  G.  R.  Wilson,  resigned. 

F.  Le  Cocq.  .Assistant  Engineer  in  the  City  Engineering 
Department  of  Aberdeen,  S.  D.,  has  been  appointed  City 
Engineer. 

J.  K.  Hilton  has  resigned  as  .Assistant  County  Engineer  of 
Sac  County,  la.,  to  engage  in  drainage  work  in  Green 
County,  la. 

Guy  Nevil  of  the  City  Engineering  Department,  San  An- 
tonio. Tex.,  has  resigned  to  go  to  Spain  for  the  Pearson 
Engineering  Co. 

W.  R.  Butler  has  retired  from  the  professorship  of  civil 
engineering  in  the  Royal  Military  College,  Kingston,  Ont., 
after  18  years*  service. 

E.  V.  Booth  has  resigned  as  .Assistant  City  Engineer  of 
Youngstown,  O..  and  formed  a  partnership  with  R.  C.  Shook 
in  the  contracting  business. 


NEWS  OF  THE  TRADE 


The  Koehring  Machine  Co.,  Milwaukee,  Wis.,  has  re- 
cently issued  quite  an  elaborate  folder,  printed  in  colors, 
containing  material  descriptive  of  the  Koehring  street  pav- 
ing mixer. 

The  Illinois  Gravel  &  Material  Co.,  Joliet,  111.,  has  been 
incorporated  under  the  laws  of  Illinois,  with  a  capital  stock 
of  $40,000.  Frederick  D.  Tucker,  Walter  L.  Follett  and  Por- 
ter Pickett,  all  of  Joliet,  are  the  incorporators. 

L.  E.  Ragan,  Inc.,  Chatham,  N.  V.,  with  a  capital  of  $10,- 
000.  was  recently  incorporated  under  the  laws  of  New  York, 
to  carry  on  a  contracting  business,  devoting  especial  atten- 
tion to  paving  and  bridge  construction.  The  incorporators 
are  C.  Bunkoff,  T.  B.  Warriger  and  L.  E.  Ragan,  all  of 
Chatham. 

The  du  Pont  Powder  Co.,  Wilmington,  Del.,  announces 
the  publication  of  a  comprehensive  treatise  on  the  location, 
construction  and  maintenance  of  roads.  The  booklet,  which 
is  intended  for  free  distribution,  is  illustrated  with  photo- 
graphic views  and  special  plan  and  sectional  drawings  of 
roads. 


NEWS  NOTES 


('•■■tira    la    Knatrm    Tranrmte    are    expending    more    than 
tl.OM.OOO  for  Kood  roada  tlili  season. 


Clrrrlaad.   Ohl^   is   rontemplating   street    Improvements   for 
nrxl  (eaaon  amounting  to  $2,000,000. 

WaaUastoa.  Pa..  Will  Have  a  Meetlas  on  July  29  In  the  Inter- 
eat  of  the  so-cullcd  National  Road. 


Croc-fccit,  Dyer  and  MndiHon  Counties,  Tenn.,  are  planning  the 
const luot Ion  of  nn  improved  liigtiway  between  Jacl<son  and 
Pyorsburs,  Tenn. 

Bloiint  and  Scott  (onntleH,  Tenn..  have  called  elections  to 
ratify  l)ond  issues  of  $300,000  in  each  county  to  be  used  for 
road  construction. 


ContraetH  AKKreKntlni;  yi,«0O,O<M)  for  the  elimination  of  grade 
crosslnRs  In  I'hiladelphia,  Tn.,  will  be  awarded  during  the  next 
few    weeks. 


The  .\uthniitira  of  liUaeme  County,  Pa.,  have  approved  the 
plan  to  construct  a  JGOO.OOO  bridge  over  the  Susquehanna  River 
at  Market  St.,  Wilkes-Barre. 


The  Hoard  of  Freeholdera  o(  Bergen  County,  N.  J.,  has  ap- 
proved recommendations  of  the  County  Road  Committee  involv- 
ingr  the  expenditure  of  over  $180,000. 

The  Voters  of  Smith  Township,  Whitley  County,  Ga.,  will  vote 
Augrust  7  on  the  question  of  constructing  two  new  highways 
agrgrregating  about  eight  miles  in  length. 


The  County  Court  of  ninrion  County,  Tenn.,  lias  voted  to  bond 
the  county  for  $100,000  to  be  used  in  constructing  a  section  of 
the  so-called  Dixie  Highway. 


County   Knsrineer   It.   K.   Hugrhes   of  Tnlsa  County,   Okla.,   has 

announced    that    the    contract    for    a    $200,000    concrete    bridge 
across  the  Arkansas  River  will  be  let  September  1. 


The  County  Court  of  Grainger  County,  Tenn.,  will  meet  on 
August  2  to  order  an  election  on  a  proposition  to  issue  $200,000 
worth  of  bonds  for  the  construction  of  pike  roads. 


The  County  Court  of  Jefferson  County,  Tenn.,  has  appointed 
the  following  Road  Commissioners:  R.  C.  Bell,  White  Pine;  D.  L. 
Butler,  Jefferson  City,  and  J.  D.  Day,  Hodges. 


The  City  Council  of  Kankakee,  III.,  has  passed  an  ordinance 
requiring  traction  engines  with  spiked  or  lugged  wheels  to  lay 
planks  under   the  wheels  when   crossing  paved  streets. 


The    I'roiHtHltion    to    Construct    23    Miles    of    Concrete    Itoud 

through  five  townships  in  the  western  part  of  Noble  County, 
Ind..  at  an  estimated  cost  of  $300,000,  was  defeated  at  a  recent 
election. 


The  .Itmore  Branch  of  the  Alabama  Good  Roads  Association 

was  organized  recently  with  the  following  officers:  President, 
H.  H.  Patterson.  Vice  President,  Dr.  J.  P.  McMurphy;  Secretary, 
J.  H.  Williamson;  Treasurer,  E.   P.  Goldsmith. 

The  TonnshlpH  of  Fayette,  HlllMdale,  Woodbrlrtse  and  Amboy, 
Mich.,  are  interested  in  an  attempt  to  establish  the  highway 
from  Jonesvilie  through  Hillsdale  and  Frontier  to  the  Ohio 
state  line  as  a  trunk  line  road,  making  a  through  route  from 
Detroit  to  Chicago. 


.\  MeetiUK  was  Held  at  Marlon,  O.,  recently  to  consider  plans 
for  a  model  cross-state  road  to  be  known  as  Market  Road  No.  8. 
The  route  contemplated  extends  from  Portsmouth,  O.,  through 
Chilllcothe,  Clreleville,  Columbus,  Delaware,  Bucyrus,  Fremont 
and  Upper  Sandusky  to  Sandusky. 

The  Bureau  of  Forclsn  and  Domestic  Commerce,  Department 
of  Conmierce,  will  furnish  the  name  and  address  of  a  Brazilian 
business  man  who  intends  starting  a  cement  block  factory  and 
desires  to  import  about  300  barrels  of  cement  a  month.  Inqui- 
ries should  refer  to  No.  17,471. 


American  Manufacturers  and  Bxporters  of  all  kinds  of  road 
and  grading  machinery  are  Invited  to  send  catalogues  and  price 
lists  to  a  business  house  in  Wales,  the  address  of  which  may  be 
obtained  from  the  Bureau  of  Foreign  and  Domestic  Commerce, 
Department  of  Commerce,  Washington,  D.  C.  Inquiries  should 
refer  to  No.  17,493. 


The  Police  Jury  of  Jeff  Davis  Parish,  I.a.,  has  designated  the 
roads  which  will  be  first  improved  under  the  $400,000  bond  issue 
to  be  voted  on  July  27.  The  main  road  will  run  from  Merman- 
tau  through  Jennings,  Roanoke  and  Welsh.  Connecting  lines 
win  run  from  Lake  Arthur  to  Elton,  Thornwell,  Welsh  and  Fen- 
ton  and  from  Woodlawn  to  Rice. 


The  Department  of  Commerce  reports  that  a  Spanish  business 
house  desires  to  receive  catalogues  and  price  lists  from  Ameri- 
can manufacturers  of  road  sprinkling  machines.  The  name  and 
address  of  the  Inquirer  may  be  obtained  from  the  Bureau  of 
Foreign  and  Domestic  Commerce,  Department  of  Commerce 
Inquiries  should  refer  to  No.  17,465. 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  En^eering  and  Contracting 


OM  Series,  Vol.  XLVIII. 
New  Serie.,  Vol.  X. 


NEW  YORK,  JULY  24,    1915 


Number 

4 


Founded  January,  1892. 

published  weekly  by 
The  E.  Ij.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Meiico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
□umbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue.  ^ 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— including 
•'Proposal, ""For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  at  Second  Class  Matter. 


New  System  of  Traffic  Regulation  Being  Tried 
in  New  York  City 

A  system  of  regulating  street  traffic  by  means  of  sema- 
phore signals  in  charge  of  policemen  attached  to  the  Traffic 
Squad,  is  being  tried  in  New  York  City  at  present. 

Traffic  is  controlled  in  sections  five  blocks  long,  by  means 
of  a  central  semaphore,  the  movements  of  which  regulate 
semaphores  at  the  four  other  intersections  of  the  section. 
Vehicles  are  permitted  to  proceed  north  and  south  for  a 
period  estimated  as  that  required  for  an  automobile  to  cover 
the  five  blocks  of  a  section,  at  a  speed  of  12  miles  an  hour, 
when  the  semaphore  is  set  for  east  and  west  traffic  for  a 
similar  length  of  time. 

According  to  police  officials,  the  plan  works  well,  although 
some  little  confusion  resulted  at  first  because  chauffeurs  and 
drivers  did  not  notice  the  unaccustomed  semaphores  and 
waited  for  the  blowing  of  the  whistle  of  the  traffic  police. 


Patrol  System  of  Highway  Maintenance  to  Be 
Used  in  Pennsylvania 

The  patrol  system  of  maintenance  will  be  established  on 
state  highway  routes  in  Pennsylvania  on  August  1,  accord- 
ing to  the  plans  of  State  Highway  Commissioner  Cunning- 
ham. The  force  of  patrolmen  will  number  190  and  the  ter- 
ritory to  be  covered  will  extend  through  46  counties.  The 
men  will  be  paid  at  the  rate  of  from  IS  to  20  cents  an  hour, 
depending  upon  the  prevailing  rate  of  wages  for  labor  in 
their  respective  districts.     This  will  mean  an  annual  expendi- 


ture of  $120,000,  according  to  the  estimates  of  the  State 
Highway  Department. 

These  patrolmen  will  be  directly  under  the  county  super- 
intendents of  highways  and  will  be  supplied  with  the  tools 
and  equipment  necessary  for  the  work  and  also  with  a  small 
red  flag  which  will  be  placed  in  a  conspicuous  position  on  the 
road  whenever,  for  any  reason,  the  patrolman  is  required  to 
leave  the  road  during  working  hours. 

Small  piles  of  stone  chips  and  gravel  will  be  placed  along 
the  roads  at  frequent  intervals  and  barrels  or  drums  of 
bituminous  material  will  be  placed  at  intervals  of  from  a 
quarter  to  a  third  of  a  mile.  When  the  patrolman  finds  a 
spot  which  shows  signs  of  wear,  he  will  repair  it  at  once. 
The  patrolmen  will  also  be  required  to  look  after  the  edges 
of  the  roads,  to  keep  the  berms  clear  of  weeds  and  grass  and 
to  protect  the  shoulders  of  the  roads  to  prevent  water  from 
getting  underneath. 

Each  man  will  be  supplied  with  the  following  outfit:  A 
small  combination  melting  and  pouring  pot  on  wheels,  a 
hand-pouring  pot,  an  asphalt  tamper,  a  wheelbarrow,  a  push- 
brush,  a  pick,  short  and  long-handled  shovels,  a  scythe  and 
snath,  a  mattock,  a  rake  and  a  brush  hook.  It  is  the  inten- 
tion that  each  man  shall  have  not  more  than  six  miles  of 
roadway  to  patrol  and  this  distance  only  in  sections  where 
the  character  of  the  road  is  such  that  it  can  be  covered  con- 
veniently in  a  day. 


Cumberland  County,  Maine,  Approves  of  Con- 
vict Labor  on  Roads 

A  few  monhs  ago,  as  noted  in  "Good  Roads"  for  April  10, 
Cumberland  County,  Me.,  inaugurated  a  test  of  the  employ- 
ment of  convict  labor  on  the  roads  of  the  county  and  a 
recent  report  by  John  C.  Scates,  Secretary-Treasurer  of  the 
Maine  Automobile  Association,  indicates  that  the  experiment 
has  been  a  success  not  only  from  an  economic  standpoint 
but  from  a  moral  and  social  point  of  view  as  well. 

An  average  of  40  prisoners  are  worked  from  a  central 
camp.  The  road  work  is  under  the  direction  of  the  State 
Highway  Department,  but  the  entire  care  of  the  prisoners 
is  under  the  supervision  of  the  Sheriff  and  the  County  Com- 
missioners. The  work  is  located  on  the  state  road  at  Wind- 
ham and  Raymond,  about  20  miles  from  the  jail  at  Portland. 

The  camp  was  built  by  the  prisoners  themselves  and  con- 
sists of  a  room  large  enough  for  40  beds  and  a  smaller 
wardrobe  room  where  the  men  leave  their  clothes  at  night. 
This  room  is  kept  locked  during  the  night. 

In  addition  to  the  camp,  which  is  built  in  sections  for  easy 
removal  to  some  other  location,  an  old  house  was  leased  to 
provide  storage  room  and  quarters  for  the  foremen  and 
guards  of  whom  there  are  three,  two  for  day  and  one  for 
night  duty.     The  kitchen  is  also  located  in  the  house. 

The  men  do  not  wear  the  prison  uniform  and  there  is  noth- 
ing in  their  appearance  to  distinguish  them  from  an  ordinary 
road  crew.     They  are  given  an  abundance  of  plain  food,  the 


70 


GOOD    ROADS 


July  24,  1915 


co«t  of  which  averages  about  45  cts.  per  man  per  day,  as 
against  an  arerage  of  15  cts.  per  man  per  day  for  regular 
prison  fare. 

Considerable  liberty  is  permitted  after  working  hours,  but 
the  mm  are  required  to  be  in  camp  and  prepare  for  bed  at 
eight  o'clock.  So  far,  only  short-term  men,  serving  sen- 
tences of  frona  30  days  to  nine  months,  have  been  employed 
on  the  road  gang.  .Ml  of  the  men  who  have  been  so  em- 
ployed show  marked  physical  improvement  over  the  men 
remaining  in  prison.  When  the  camp  was  first  started  con- 
siderable attention  was  paid  to  discipline,  but  at  the  end  of 
a  few  weeks,  the  work  and  regulations  became  a  matter  of 
routine. 

It  is  estimated  that  each  man  in  the  gang  is  worth  ap- 
proximately $1.75  a  day  to  the  county,  less  the  cost  of  food. 
The  day's  work  in  jail  brings  the  county  only  9  cts.  per 
day  and  the  men  naturally  had  to  be  fed  in  addition. 


Pennsylvania  Negotiating  for  the  Purchase  of 
a  Number  of  Turnpikes 

The  Pennsylvania  State  Highway  Department  has  opened 
negotiations  with  a  number  of  turnpike  companies  for  the 
purchase  of  a  number  of  turnpikes  under  the  appropriation 
of  $250,000  made  for  this  purpose  by  the  last  Legislature. 

Those  turnpikes  which  are  under  consideration  embrace 
69.07  miles  in  the  following  counties:  Mifflin,  Franklin, 
Bucks,  Lackawanna,  Centre,  Cambria,  Delaware,  Lancaster 
and  Berks. 

In  case  the  prices  placed  on  the  property  by  the  turnpike 
companies  are  regarded  as  excessive,  the  State  Highway 
Department  contemplates  either  the  construction  of  roads 
paralleling  the  turnpikes  and  connecting  with  the  state  high- 
way at  either  end,  or  diverting  money  from  the  county  in 
which  the  turnpikes  in  question  are  located  and  using  it  for 
the  purchase  of  turnpikes  in  other  counties. 


The  Use  of  Granite  Block  for  Paving  in  Bres- 
lau,  Germany 

According  to  a  recent  report  from  Consul  H.  G.  Seltzer,  at 
Breslau,  Germany,  to  the  Department  of  Commerce,  granite 
block,  with  cement  mortar  filling,  is  the  paving  material 
used  on  a  greater  part  of  the  streets  of  Breslau,  there  being 
2,059,153  sq.  yds.  of  paving  of  this  character  out  of  a  total 
of  2,483,972  sq.  yds.  of  paved  streets. 

Consul  Seltzer  calls  attention  to  the  permanence  of  all 
paving  in  Breslau  and  states  that  torn  up  streets  arc  so  rare 
a*  to  be  noteworthy  which,  his  report  states,  is  remarkable 
considering  the  fact  that  the  city  lies  only  a  few  feet  above 
high  water  and,  there  being  no  stratum  of  hard  rock  or  im- 
pervious clay,  the  drainage  difficulties  present  a  considerable 
problem.  On  this  account  concrete  foundations  form  a  most 
important  part  in  all  paving  operations. 

Recently  it  became  necessary  to  make  repairs  to  the  street 
railway  tracks  in  a  section  of  the  city  and  an  opportunity  was 
afforded  to  observe  the  paving  operations.  The  blocks  were 
taken  up,  it  being  necessary  to  smash  one  block  in  order 
to  provide  a  space  in  which  to  commence  the  work  of  tear- 
ing up.  Each  block  as  it  was  taken  up  was  carefully  cleaned 
and  piled  for  resetting.  The  old  sand  bed  was  screened  to 
remove  all  broken  stone  and  mortar  and  was  then  replaced. 

The  granite  blocks,  which  are  dressed  with  the  top  smooth, 
were  then  set  on  the  sand  cushion,  water  was  poured  into 
the  interstices  and  each  block  tamped  solidly  into  place.  The 
interstices  were  then  filled  with  a  thin  cement  mortar  which. 
in  hardening,  made  a  solid  and  practically  noiseless  pavement. 
Tbe  blocks  were  set  square  between  the  rails  and  diagona'.ly 
between  the  rails  and  the  curb.  The  crown  is  such  as  to 
secure  the  best  possible  drainage,  but  owing  to  the  general 
flatness  of  the  streets  there  are  often  three  or  more  sewer 
inlets  in  one  city  square. 


Consul  Seltzer  admits  that  the  paving  operations  are  con- 
ducted very  slowly,  as  compared  to  American  methods, 
owing  to  the  attention  to  detail,  but  points  to  the  lasting 
qualities  and  the  practical  elimination  of  repairs  as  an  offset 
to  any  loss  of  time  in  doing  the  work.  The  work  is  done 
by  contract,  the  city  and  the  railway  each  paying  a  share  of 
the  cost.  Definite  specifications  are  prepared  and  the  in- 
spection is  very  rigid.  On  this  account,  according  to  the 
report,  lawsuits  for  breach  of  contract  or  for  inferior  work 
are  practically  unknown. 

Materials  are  sometimes  furnished  by  the  city  and  some- 
times by  contractors.  There  are  large  supplies  of  good  pav- 
ing granite  in  the  Province  of  Breslau  and  large  cement 
works  are  located  at  Oppeln,  while  there  are  quantities  of 
good  buildings  and  all  along  the  Oder  River,  which  flows 
through  the  city. 

In  addition  to  the  yardage  of  granite  block  pavement  noted 
above,  the  city  has  129,288  sq.  yds.  of  asphalt,  53,102  sq.  yds. 
of  wood  block  and  242,429  sq.  yds.  of  streets  paved  with 
other  materials.  There  are  32.54  miles  of  street  railway 
owned  by  the  municipality  and  11.37  miles  of  privately  owned 
lines. 


NEWS   NOTES 


Three  Miles  of  Burliil  Avenue  In  Kant    t'leveland,  O.,  are  to  be 

paved  this  fall  at  a  cost  (#  approximately  $200,000.  The  cost 
will  be  divided  equally  between  Cuyahoga  County,  East  Cleve- 
land and  the  owners  of  property  benefited. 


An  OrsanUatlon  Has  Been  Formed  in  Bourbon  County,  Kan., 

for  the  purpose  of  promoting  lietter  methods  of  working  dirt 
roads.  The  officers  are  as  follows:  Chairman,  C.  E.  Hood, 
Osage;  Secretary,  A.  R.  Peterman,  Scott,  Kan. 


State  Road  ISnelneer  A.  D.  WtlllnmH  of  West  Virginia,  Is  com- 
piling a  list  of  all  road  and  bridge  engineers  and  contractors 
in  the  state,  with  an  Idea  to  facilitate  the  improvement  of 
roads  and  to  stimulate  competition   for  state  contracts. 


The  PavJngr  Commission  of  Baltimore,  Md.,  which  began  work 
in  1911,  reports  that  an  expenditure  of  nearly  $5,000,000  has  re- 
sulted in  the  repaying  with  smooth  surface  pavements  of  100 
miles  of  city  streets  which  were  formerly  paved  with  cobble- 
stones. 


The  County  Commissioners  of  Taylor  County,  W.  Va.,  have 
awarded  a  contract  for  a  $500,600  bridge  across  Tygart's  Val- 
ley River,  connecting  East  and  West  Grafton,  W.  Va.  The 
bridge  will  be  of  concrete,  560  ft.  long.  The  Luten  Bridge  Co., 
York,  Pa.,  has  the  contract. 


St.  Paul  Mlnn„  is  contemplating  the  widening  of  9t.  Paul  St., 
between  Lexington  and  Hamilton  Sts.  It  is  estimated  that  the 
net  cost  to  the  city  will  be  approximately  $100,000  in  addition 
to  the  purchase  of  St.  Elizabeth's  Home,  an  institution  located 
on    the    right   of  way. 


Residents  of  Delaware  and  Chester  Counties,  Pa.,  living  along 
the  Baltimore  Pike,  have  agreed  with  State  Highway  Commis- 
sioner Cunningham  to  contribute  $50,000  toward  the  cost  of 
constructing  an  improved  road.  The  total  cost  of  the  road  is 
estimated  at  $300,000. 


The  Board  of  Supervisors  of  Plaeer  County,  Cal.,  will  pur- 
chase $250,000  worth  of  state  highway  bonds  of  a  $2,000,000 
issue  to  be  placed  on  sale  July  28.  The  funds  will  be  used  for 
the  completion  of  the  state  highway  trunk  line  in  Placer 
County  and  the  Roseville-Auburn  lateral. 


The  California  State  Hlithway  Commission  has  adopted  plana 
for  eight  new  units  of  the  state  highway  system,  including 
three  bridges,  at  a  total  estimated  cost  of  $362,000.  The  work 
embraces  33.92  miles  in  the  counties  of  Alameda,  Colusa,  Los 
Angeles,  Marin,  Santa  Clara  and  Shasta. 


The  County  Commissioners  of  Westmoreland  and  Allegheny 
Counties,  Pa.,  have  approved  the  construction  of  an  inter- 
county  bridge  over  the  Allegheny  River  between  Natrona,  In 
Allegheny  County,  and  Braeburn,  In  Westmoreland  County. 
The  cost  is  estimated  at  $225,000. 


July  24,  1915 


GOOD    ROADS 


7; 


August  5-7. — Texas  Good  Roads  Association  and  County 
Judges'  and  Commissioners'  Association — Mid-Suninier  Meet- 
ing, Agricultural  and  Mechanical  College  of  Texas,  College 
Station,  Tex.  Secy.,  Texas  Good  Roads  Association,  U.  E. 
Colp,  San  Antonio. 

August  11-12. — Pacific  Highway  Association. —  I'ifth  an- 
nual meeting,  San  Francisco,  Cal.  Secretary,  Henry  L. 
Bowlby,  510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

Sept.  13. — Tri-State  Roads  Association. — Tliird  annual  con- 
vention, San  Francisco,  Cal.  Executive  Secy.,  Geo.  E.  Boos, 
1220  Flood  Bldg.,  San  Francisco,  Cal.  (.\Ieeiing  to  be 
merged  with   the   Pan-American   Road   Congress.) 

September  13-17 — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan  American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Builders' 
.Association,  E.  L.  Powers,  150  Nassau  St.,  New  York,  N.  Y. 
Executive  Secretary,  American  Highway  Association,  1.  S. 
Pennybacker,  Colorado  Bldg,  Washington,  D.  C. 

October  4-7 — Northwestern  Road  Congress — Annual  meet- 
ing. Cedar  Rapids,  la.  Secy.-Treas.,  J.  P.  Keenan,  Sentinel 
Bldg.,  Milwaukee.  Wis. 

October  11-12 — National  Paving  Brick  Manufacturers'  As- 
sociation— .Annual  convention,  Dayton,  O.  Secretary.  Will 
P.   Blair,   B.  of   L.   E.   Bldg.,   Cleveland,   O. 

October  12-14 — American  Society  of  Municipal  Improve- 
ments— Annual  convention.  Dayton,  O.  Secretary,  Charles 
Carroll   Brown,  702  Wulsin   Building,   Indianapolis,  Ind. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogti's  Woodruflf, 
705  North  American  Building,  Philadelphia,  Pa. 


International  Engineering  Congress 

An  International  Knijineering  Congress  will  be  held  in 
San  Francisco,  Cal.,  beginning  September  20  and  continuing 
until  September  25,  under  the  auspices  of  the  following  na- 
tional organizations:  The  American  Society  of  Civil  En- 
gineers, the  American  Institute  of  Mining  Engineers,  the 
American  Institute  of  Electrical  Engineers,  the  American 
Society  of  Mechanical  Engineers  and  the  Society  of  Naval 
-Architects  and  Marine  Engineers. 

Major  General  G.  W.  Goethals,  Governor  of  the  Canal 
Zone,  has  consented  to  act  as  Honorary  President  of  the 
Congress  and  is  expected  to  preside  over  the  general  ses- 
sions. 

The  program  covers  a  wide  range  of  subjects  and  papers 
are  expected  from  eminent  engineers  of  20  countries  other 
than  the  United  States. 


The  annual  meeting  of  the  Colorado-to-Gulf  Highway  As- 
sociation will  be  held  at  Amarillo,  Tex.,  on  July  29  and  30, 
for  the  election  of  officers  and  the  transaction  of  such  other 
business  as  may  properly  come  before  it. 


MEETINGS 


New  York  County  Highway  Superintendents. 

At  the  meeting  of  the  New  York  County  Superintendents 
of  Highways  held  recently  at  Niagara  Falls,  N.  Y.,  a  com- 
mittee was  appointed  to  consider  the  advisability  of  forming 
a  perma.nent  organization,  there  being  at  present,  as  stated 


in  "Good  Roads"  for  June  19,  no  formal  organization  of  the 
superintendents.  The  committee  consists  of  Benjamin  J. 
Kice,  Third  Deputy  State  Highway  Commissioner,  and  the 
following  county  superintendents:  Charles  Van  Amburg, 
Broome;  Richard  T.  Mace,  Clinton;  L.  J.  Bashford,  Colum- 
l>ia;  D wight  B.  Coleman,  Cortland;  George  C.  Diehl,.  Erie; 
••"rank  E.  Bogardus,  Onondaga;  James  F.  Loughran,  Ulster; 
().  C.  Richards,  Washington;  E.  J.  WulflF,  Westchester. 


North  Carolina  Good  Roads  Association 

The  annual  meeting  of  the  North  Carolina  Good  Roads 
.Association,  brief  mention  of  which  was  made  in  the  last 
issue  of  "Good  Roads,"  was  held  at  .Asheville,  N.  C,  July  14 
to  16,  and  was  attended  by  about  250  delegates  from  42 
counties  of  the  state. 

The  first  session  on  Wednesday,  July  14,  was  devoted  to 
addresses  of  welcome  by  Mayor  J.  T.  Rankin,  of  Asheville; 
Chairman  W.  E.  Johnson  of  the  Board  of  County  Commis- 
sioners, and  Vance  Brown,  President  of  the  Asheville  Board 
of  Trade.  President  H.  B.  Varner,  of  the  Association,  re- 
.sponded.  Then  followed  the  reports  of  officers.  Hon.  James 
J.  Britt,  Member  of  Congress  from  North  Carolina,  made  an 
address  on  "Federal  Aid  to  Public  Roads,"  and  Hon.  Galla- 
tin Roberts,  Member  of  the  North  Carolina  General  Assem- 
bly, spoke  on  "State  Aid  to  Public  Roads." 

Among  the  papers  read  at  the  afternoon  session  on 
Wednesday  were  "Working  Prisoners  Without  Guards,"  by 
William  A.  McGirt,  Chairman  of  the  Board  of  Commissjon- 
ers  of  New  Hanover  County,  and  R.  E.  Snowden,  Highway 
Engineer.  In  the  evening  there  were  illustrated  lectures  on 
"Right  Drainage  and  Grading,"  by  Dr.  J.  H.  Squires,  and 
".American  Ingot  Iron,"  by  Wilson  Wood. 

The  session  Thursday  morning  dealt  with  the  subject, 
"Maintenance  of  Public  Roads."  D.  H.  Winslow,  Highway 
Engineer  of  the  U.  S.  Office  of  Public  Roads,  advocated  the 
use  of  the  patrol  system  of  road  maintenance.  W.  H.  Fallis, 
State  Highway  Engineer,  spoke  on  the  "Maintenance  and 
Repair  of  Macadam  Roads,"  and  explained  the  methods  in 
vogue  in  certain  sections  of  the  state.  The  paper  was  fol- 
lowed by  a  general  discussion,  the  consensus  of  opinion  be- 
ing that,  except  under  very  special  conditions,  no  water- 
botmd  macadam  roads  should  be  built  in  the  state  but  that 
the  upper  course  should  be  of  bituminous  macadam. 

Major  W.  A.  Graham,  Commissioner  of  Agriculture,  dis- 
cussed the  question  of  maintenance  as  it  relates  to  the  up- 
keep of  market  roads.  In  a  further  discussion  of  the  ques- 
tion of  maintenance,  Dr.  Joseph  Hyde  Pratt,  State  Geologist, 
and  Secretary  of  the  Association,  stated  that  one  of  the 
purposes  of  the  .Association  during  the  coming  year  was  to 
cultivate  and  spread  interest  in  the  maintenance  of  roads. 

Lieutenant  Governor  E.  L.  Daughtridge  discussed  the 
question  of  state  aid  and  the  use  of  state  convicts  in  road 
construction. 

The  following  officers  were  elected  for  the  ensuing  year: 
President,  Henry  B.  Varner,  Lexington;  Secretary,  Joseph 
Hyde  Pratt,  Chapel  Hill;  Treasurer,  Joseph  G.  Brown, 
Raleigh;  Director,  D.  Tucker  Brown,  Chapel  Hill. 

The  association  adopted  the  following  resolution  as  in- 
dicative of  its  views  on  several  road  matters: 

First:  The  maintenance  of  improved  roads  already  con- 
structed is  of  momentous  importance  to  every  community  and 
members  of  this?  association  are  urgently  reouested  to  iro  beforo 
the  boards  of  commissioners  of  their  counties  and  their  local 
highway  commissions,  as  members  of  this  association,  for  the 
purpose  of  impressing  upon  the  members  of  said  boards  the  im- 
portance of  providing  sufflcient  funds  for  the  maintenance  of 
the  improved  highways  already  constructed. 

Second:  That  the  association  desires  to  record  its  opposition 
to  the  issuing  of  bonds  for  the  construction  of  roads  without 
making  proper  provision  for  the  maintenance  of  the  roads 
constructed  with  a  bond  issue,  and  thiit  the  Oene-al  Assembly 
be  urged  to  refuse  to  pass  any  bond  issue  tor  any  county  or 
township  for  road  construction  without  a  provision  in  the  act 
which  will  make  it  obligatory  upon  the  road  officiate  to  main- 
tain the  roads  and  that  the  state  shall  have  authority  to  see 
that  such  maintenance  is  carried  out. 

Third:  That  this  association  heartily  endorsed  the  action 
of    the    General    Assembly    of   North    Carolina   in    creating    the 


72 


GOOD    ROADS 


July  24,  1915 


v-arolina  HlKhway  Commission  «nd  It  Is  hop«d  that  the 

.1     ....,.,1.1,     .,f    1S17    ivalliiMK    the    Importanoo    aiul    ettl- 

isaton  will  materially  Inoreaae  the  appro- 

itilsslon.  ^        . 

.   ,....,.-l,.j,>n  heartily  approves  of  and  en- 

.11  Assembly  In  establishing  and 

.    Svi-iiu-    HiKhway.    ami    ims    as- 

,..,  oo-operatlon    and   assistance    In 

nc  a-  "f  the  same. 

v..     1  ,.{  this  association  that  upon  the 

ctlon  ...   .>.-.  's.  all  able-bodied  state  convicts 

\  h«.    .sra  in   I!  tlon  of  public  roads. 

Tf<»i    <'ur   ^  :id   members   of  Congress  be   re- 

.rt    I..    .11...    .nlluenoe  and  voto  the  bill  appro- 
funds  to  aid  In  the  i^^nstructlon  of  state  roads, 
.t  the  members  of  this  association  impress  upon 
•    .-.■uniy  or  road  commissioners  the  Importance  of 
■  ide  posts  at  all  Intersections  of  roads  within  their 

KiK-  .!»:  That  we  hear  with  pleasure  that  certain  counties 
In  the  siite  have  established  the  honor  system  In  connection 
with  worklnrt  the  convicts  on  a  p\iblle  road,  and  we  herewltn 
rt^-ommrnd  the  adaption  of  this  system  In  all  our  counties  con- 
durllnic  a  convict  force  as  It  tends  to  Improve  the  character  or 
(be  convict  and  the  efficiency  of  his  work. 


Ktfi 
.  ..n  pl 
rhoul' 

Silt 


F.  C  Smith.  City  Engineer  of  Sioux  City,  la.,  has  re- 
(igncd  to  become  connected  with  the  Philip  Carey  Co.,  Inc., 
Cincinnati,  O.,  as  consulting  enpincer. 

C  C.  Gillespie,  Assistant  City  Engineer  of  Sacramento, 
CaL.  has  been  appointed  Chief  Engineer  of  the  California 
Slate  Sanitary  Engineering  Bureau. 

T.  H.  Johnson,  who  was  Assistant  City  Engineer  of  Sioux 
City,  la.,  has  ben  appointed  City  Engineer  vice  F.  C.  Smith, 
notice  of  whose  resignation  appears  elsewhere  in  this  column. 

.\.  L.  I'pham.  formerly  Resident  Engineer  of  the  Massa- 
cliU!>e.ts  Highway  Commission  and  later  with  the  Du  Pont 
Road.  Inc.,  has  been  appointed  Paving  Inspector  on  the 
granite  block  paving  work  being  done  at  Woonsocket,  R.  I. 

Major  V.  X.  Zivley.  of  Houston,  Tex.,  hcs  been  appointed 
by  Governor  Ferguson  of  Texas,  to  survey  the  old  King's 
Highway  from  Nacogdoches  to  San  Antonio.  An  appropria- 
tion of  $5,000  has  been  made  for  the  work. 

Prevost  Hubbard  has  been  appointed  Chief  of  the  Divi- 
sion of  Road  Materials  Tests  and  Research  in  the  U.  S. 
OtVire  ol  Public  Roads,  and  has  resigned  as  Chemical  En- 
^iiuir  in  charge  of  the  Division  of  Roads  and  Pavements 
of  the  Institute  of  Industrial  Research. 

J.  H.  Moore.  City  Engineer  and  Commissioner  of  Public 
Works  of  Evanston,  III.,  has  resigned  to  take  effect  Septem- 
ber 1.  Mr.  Moore  has  served  the  city  continuously  for  16 
years.  The  City  Council  commended  his  services  and  voted 
him  30  days'  vacation  with  pay  as  a  mark  of  appreciation. 

State  Highway  Commissioner  R.  J.  Cunningham  and  Chief 
Engineer  Uhler.  of  the  Pennsylvania  State  Highway  Depart- 
ment, have  been  appointed  delegates  to  the  Pan-American 
Road  Congress  by  Governor  Brumbaugh  of  Pennsylvania. 
The  Governor  has  also  invited  Dr.  W.  D.  Martin  of  Wash- 
ington County,  Pa.,  the  originator  of  the  "Good  Roads  Day" 
idea  in  Pennsylvania,  and  .\.  P,  Irwin,  of  Chester  County, 
to  go  as  delegates  representing  the  citizens  of  Pennsylvania. 


NEWS  OF  THE  TRADE 


The  Orenstein-Arthur  Koppel  Co.,  Koppel,  Pa.,  has  issued 
(Catalog  No.  911,  which  is  published  for  road  contractors, 
highway  engineers  and  state,  county  and  township  officials. 
It  contains  some  very  interesting  information  in  regard  to 
the  use  of  hauling  apparatus  in  road  work  and  illustrated 
matter  descriptive  of  the  Koppel  industrial  railways,  por- 
table track,  dinkey  engines  and  dump  and  service  cars.  The 
book  also  embraces  a  dictionary  of  road  terms  as  recom- 
„.,_.i-j  x^.  ,j,p  .\„,erican  Society  of  Civil  Engineers, 


NEWS  NOTES 


Five    U«ad    Ulstrlctii   of  Hed  Ulver   County,   Tex.,   have  voted 
bonds   aKSrosatiiiK   $405,000   for  good  ro.ails. 


\    .Movement    llaM    Ileen    Started    In    Sumter    founty,   Kla.,    to 

issue    $250,000    worth    of    bonds    for    the    construction    of    good 
roads. 


The  Police  Jury  of  Cameron  Parish,  La.,  has  raised  the  tax 
rate  4  mills  for  the  purpose  of  iinpi-oving  the  parish  road  sys- 
tem. 


Kent  County,  Mich.,  has  organized  a  county  board  of  direct- 
ors to  further  plans  for  a  proposed  highway  from  Grand  Haven 
to   Detroit,   Mich. 


The  Attorney  General  of  Texas  has  approved  an  issue  of 
$225,000  worth  of  road  Improvement  bonds  In  District  No.  2  of 
Kaufman  County. 


Director  of  imbllc  \*'ork»  Hayes  of  Scranton,  Pa.,  reports 
that  the  city  has  saved  about  $13,000  by  the  use  of  the  muni- 
cipal  asphalt   repair   plant. 


Voters  of  Vermilion  County,  III.,  have  approved  a  proposition 
to  issue  $1,600,000  w  orth  of  bonds  for  the  construction  of  a 
system  of  paved  roads. 


Plans  Are  lleiUK  Made  to  Connect  Lost  Creek  and  West  Mll- 
(ord.  In  Harrison  County,  W.  Vs.,  by  a  4-mlle  improved  road 
with  tarvia  or  brick  surface.  The  cost  of  the  proposed  road  is 
estimated  at  about  $15,000  a  mile. 


The  Polk  County.  Pla.,  Good  Roads  Association  is  urging  a 
referendum  vote  on  a  $2,000,000  bond  issue  for  the  purpose  of 
building  a  system  of  roads. 


County  HIs'hway  Bngrineer  CartcHI  of  Buchanan  County,  Mo., 

is  Urging  the  purchase  of  a  motor  truck  In  order  to  handle  road 
materials  more  expeditiously. 


The  Chamber  of  Commerce  of  Los  Angeles,  Cal.,  has  ap- 
pointed a  committee  to  consider  plans  for  a  system  of  boule- 
vards throughout  Southern  California. 


The  Quarter  Court  of  Maury  County,  Tenn.,  has  declared  in 
favor  of  free  turnpikes  and  is  committed  to  a  policy  of  buying 
the  toll  roads  in  the  county. 


Bethlehem,  Pa.,  is  considering  the  expenditure  of  $100,000 
within  the  borough  to  form  a  link  in  the  projected  permanent 
highway  between  AUentown  and  Baston,  Pa. 


Palestine,  Texas,  will  experiment  with  asphalt  from  the  as- 
phalt beds  of  Anderson  County,  Texas.  The  material  has  al- 
ready been   successfully  employed  in  street  repair  work. 


Civic  Organizations  of  CnshInK  and  Guthrie,  Okla.,  are  back 
of  a  movement  looking  to  the  construction  of  a  state  highway 
between  the  two  cities  and  on  to  Sapulpa  and  Tulsa,  Okla. 


The  Board  of  Public  Service  of  St.  Louis,  Mo.,  has  awarded  a 
contract  for  approximately  23,000  tons  of  steel  for  the  east  ap- 
proach to  the  new  Free  Bridge,  to  the  American  Bridge  Co.,  at 
about   $1,035,000. 


DnrlnK  1014  the  Government  of  New  Zealand  spent  $3,236,- 
222  on  road  and  bridge  construction.  A  reinforced  concrete 
bridge  S20  ft.  long,  across  Manakau  Harbor,  costing  $121,562, 
was   opened   recently. 


The  .\uthorltles  of  Wllmlnslon,  Del.,  have  decided  on  addi- 
tional paving  aggregating  about  118,000  sq.  yds.  The  specifi- 
cations Include  sheet  asphalt,  asphalt  block,  asphaltic  con- 
crete,  bltulithlc,   Warrenlte   and   brick. 


The  County  Commlsloners  of  Harris  County,  Tex.,  have  or- 
dered a  survey  of  the  Clinton  Road  with  the  Intention  of  ex- 
tending It  seven  miles  to  Penn  City,  thus  making  a  direct  road 
between  that  plape  ^nfl  Houston. 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  En^eerlnft  and  Contracting 


Old  Series,  Vol.  XLVIII. 
Neo  Stries,  Vol.  X. 


NEW  YORK,  JULY  31,  1915 


Number 


Founded  January,  1892. 
PUBLISHED  WEEKLY  BY 

The  E.  Li.  JPowehs  Company 


E,  L,  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


ISO  NASSAU  STREET 
NEW  YOKK,  N.  Y. 


Cable  Aduress:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
Dumbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal," "For  Sale,"  "Wai?t"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


Copyright  1915  by  the  E.  L.  Powers  Co. 

Entered  in*  New  York  Post  Office  as  Second  Class  Matter. 


Good  Roads  Days  Will  Be  Observed  in  Kansas 
in  September 

The  State  of  Kansas  will  have  two  "good  roads  days" 
early  m  the  autumn,  Governor  Alfred  Capper  having  an- 
nounced his  intention  of  issuing  a  proclamation  on  his  ic- 
turn  from  California,  where  he  is  attending  the  Panama- 
Pacific  Exposition. 

It  is  believed  that  two  days  early  in  September  will  be 
designated,  as  the  heavy  work  of  the  harvest  will  be  over 
by  that  time  and  farmers  will  be  in  a  position  to  devote  at- 
tention to  road  work. 

Kansas  roads  have  suffered  severely  from  heavy  rains  this 
year,  the  damage  in  the  Kaw  Valley  alone  amounting  to  more 
than  $400,000,  according  to  a  report  by  State  Highway  En- 
gineer W.  S.  Gearhart. 


Contracts  for  $805,000  Worth  of  Road  Work 
Awarded  in  Ohio 

Road  contracts  amounting  to  $805,000  were  awarded  re- 
cently by  the  Ohio  State  Highway  Department;  about  $400,- 
000  worth  of  work  was  not  let  for  one  reason  or  another 
and  nearly  $600,000  worth  of  contracts,  it  is  announced, 
will  be  awarded  on  Aug.  6. 

Of  the  work  awarded  all  but  about  $20,000  worth  was 
for  new  construction  involving  the  use  of  brick,  concrete, 
macadam  and  bituminous  materials.  Some  of  the  largest 
awards   were   as   follows: 

Ashland  County,  3.58  miles  macadam,  D.  A.  Phillips.  Ash- 


land, $44,036;  Montgomery  County,  2.45  miles  brick,  Strod- 
bick  Bros.,  Middletown,  $62,359;  Stark  County,  Canton- 
Steubenville  Road,  2.59  miles,  Turnbull  Bros.  &  Co.,  Canton, 
$51,084;  Union  Comity,  4.27  miles  concrete.  Gather  M.  Junk, 
Chillicothe,  $51,990;  Morgan  County,  2.84  miles  macadam, 
Frank  J.  Bentz,   Columbus,  $40,888. 

Approximately  $400,<X)0  worth  of  contracts  were  held  up 
either  because  no  bids  were  received  or  because  those  which 
were  received  were  rejected. 

The  State  Highway  Department  has  announced  that  con- 
tracts will  be  let  on  August  6  for  approximately  $593,857 
worth  of  work.  The  proposed  improvements  are  located  in 
twelve  counties  and  vary  in  length  from  0.107  miles  in  Musk- 
ingum County  to  19.15  miles  in  Licking  County.  The  work 
is  as  follows: 

Champaign  County,  1  mile;  Clermont  County,  6.1  miles; 
Cuyahoga  County,  3  miles;  Fairfield  County,  bridges  and 
culverts;  Hocking  County,  1.46  miles;  Lawrence  County, 
lining  tunnel;  Licking  County,  19.15  miles;  Loraine  County, 
4.4  miles;  Muskingum  County,  0.107  mile;  Shelby  County, 
2.75  miles;  Trumbull  County,  3.84  miles;  Wood  County, 
3.65  miles. 


Road  Building  Exhibit  at  the  North  Carolina 
State  Fair 

The  North  Carolina  State  Fair,  which  will  be  held  in 
Raleigh,  N,  C,  from  October  19  to  22  inclusive,  will  present 
an  innovation  in  the  form  of  a  joint  federal  and  state  road 
building  exhibit,  arranged  by  Dr.  Joseph  Hyde  Pratt,  Sec- 
retary of  the  North  Carolina  Good  Roads  Association. 

It  is  planned  to  make  the  exhibit  a  feature  of  the  fair  and, 
to  that  end,  it  will  be  as  complete  as  possible.  It  will  con- 
sist of  models  of  various  types  of  roads,  samples  of  the  in- 
stallation of  culverts,  models  of  two  standard  bridges  that 
are  being  used  in  the  South,  photographs  illustrating  road 
construction,  maps  showing  location  of  roads  and  samples 
of  road  materials. 

Dr.  Pratt  also  has  in  mind  a  demonstration  of  actual  con- 
struction of  a  section  of  model  road  during  the  four  days  of 
the  fair  and  also  the  demonstration  of  the  use  of  various 
road  machines. 


Illinois  State  Highway  Commission  Allots 
$990,000  for  Road  Work 

The  State  Highway  Commission  of  Illinois  recently  ajj- 
portioned  funds  amounting  to  $990,000  among  the  102 
counties  of  the  state,  to  be  used  for  road  work  during  1915 
and  1916. 

The  allotments,  which  range  from  $108,994  in  the  case  of 
Cook  County,  down  to  $661  for  Hardin  County,  are  as 
follows : 

Adams,  $9,951;  Alexander,  $10,390;  Bond,  $4,334;  Boone, 
$5,808;  Brown,  $2,799;  Bureau,  $19,764;  Calhoun.  $1,596; 
Carroll,  $7,407;  Cass,  $6,893;  Champaign.  $20,676;  Christian, 
$12,912;    Clark,   $5,446;    Clay,   $3,487;    Clinton,   $4,851;    Coles, 


74 


GOOD    ROADS 


July  31,  1915 


I8.505:  Cook.  $108,994:  Crawford,  $4,904;  Cumberland,  $3,220, 
0«Kalb.  $15,482:  De  Witt.  $7,920;  Douglas,  $7,951;  Dupage, 
$11,266;  Edgar.  $1J.529;  Edwards,  $1,552;  Effingham,  $3,904; 
Fayette.  $7,253;  Ford.  $8,503:  Franklin,  $6,185;  Fulton, 
$11,811;  Gallatin.  $2,267;  Greene.  $7,049;  Grundy.  $8,841;  Ham- 
ilton. $3,489;  Hancock.  $9,719;  Hardin.  $661;  Henderson, 
$5,107;  Henry.  $13,027;  Iroquois.  $19,294;  Jackson,  $7,880; 
Jasper.  $4,052;  Jeflferaon.  $5,124;  Jersey,  $3,808;  Jo  Daviess, 
$6,285:  Johnson.  $984;  Kane.  $23,582;  Kankakee,  $10,394; 
Kendall.  $6,050;  Knox.  $11,624;  Lake.  $11,953;  La  Salle,  $28- 
384;  Lawrence.  $6,647;  Lee.  $10,461;  Livingston,  $15,880; 
Logan.  $10,936;  Macon.  $16,683;  Macoupin.  $11,027;  Madisor. 
$15,469;  Marion.  $6,042;  Marshall.  $6,118;  Mason,  $5,336: 
Uasttc.  $1,552:  McDonou^:;h.  $7,987;  McHenry,  $12,956;  M.-- 
Lean.  $24,196;  Menard.  $3,657;  Mercer.  $9,085;  Monroe, 
Montgomery.  $10,818;     Morgan.     $9,304;     Moultrie, 

Ogle.  $12,949;   Peoria,   $21,744;   Perry,   $2,618;   Piatt. 

Pike.  ^664;  Pope.  $1,243;  Pulaski,  $1,987;  Putman, 
Randolph.  $3,615:     Richland,  $3,337;     Rock   Island. 

Saline,  $8,462;  Sangamon,  $17,010;  Schuyler,  $4,587; 
Scott.  $3,370;  Shelby.  $11,904;  Stark,  $5,097;  St.  Clair,  $10,085; 
Stephenson.  $10,348;  Tazewell.  $9,240;  Union,  $2,526;  Ver- 
million. $29,482;  Wabash.  $2,846;  Warren,  $9,069;  Washing- 
ton. $4,356;  Wayne.  $5,844;  White.  $4,531;  Whiteside,  $13,741; 
Will.  $17,772;  Williamson.  $5,440;  Winnebago.  $14,042;  Wood- 
ford. $8,415. 


$2,896; 
$5,626; 
$7,223; 
$2,585; 
$6^285; 


State  Highway  Commissioner  Cowen  of  Ohio 
Discusses  State  Road  Finances 

In  a  letter  to  county  officials.  State  Higli/ay  Commis- 
sioner Ointon  Cowen  of  Ohio  calls  attention  to  difficulties 
under  which  the  State  Highway  Department  is  operating  at 
present  and  warns  the  local  authorities  against  heedless  con- 
tracting in  view  of  a  shortage  of  funds.  The  letter,  in  part, 
is  printed  below: 

Tile  relmtlon«hip  In  road  matters  between  the  boards  of  coun- 
ty rommlaaloners  throughout  the  State  of  Ohio  and  the  State 
Hlxhway  Commissioner  Is  one  which  requires  a  thorough  mu- 
tual understanding  of  existing  conditions,  and  for  this  reason. 
and  with  a  view  toward  a  closer  co-operation,  we  deem  it  proper 
at  this  time  to  call  your  attention  to  certain  limitations  under 
which  the  State  Highway  Department  Is  now  operating:.  The 
original  law  providing  a  state  levy  for  highway  Improvement 
purposes  was  passed  by  the  legislature  April  8,  1913,  and  pro- 
ridcd  for  a  levy  of  6-10  mill  on  all  the  taxable  property  of  the 
state.  Taxes  levied  under  this  act  were  first  collected  In  De- 
remtter.  1»1J.  and  the  total  amount  which  came  Into  the  state 
treasury  by  reason  of  this  levy  during  the  year  of  1914  was 
tl.i7(.457.17.  •  ••  •  ••  ..  • 

On  July  20.  1)14,  the  Legislature  of  Ohio  was  called  In  special 
aeaalon  •  •  •  to  reduce  state  levies.  The  then  governor. 
In  hia  message  to  the  General  Assembly  recommended  that  the 
levy  for  highway  Improvement  purposes  be  reduced  from  5-10 
mill  to  3-10  mill,  and  advised  the  members  of  the  General  As- 
sembly that  the  new  rate  suggested  by  him.  to  wit, 
J-10  mill,  would  produce  almost  three  million  dollars  a 
year.  The  confidence  of  Governor  Cox  In  this  regard 
was  misplaced  and  subsequent  developments  have  proven 
that  the  redaction  In  the  state  levy  for  highway  Improvement 
purposes  •  •  •  has  resulted  in  a  very  large  decrease  In  the 
amount  produced,  as  compared  with  the  year  1914.  While  the 
Ury  of  S-IO  mill,  made  In  1»1S,  produced  tl,S89,079.7S  at  the  Feb- 
marr.  1»I4.  settlement,  the  levy  of  3-10  mill,  made  In  1914,  pro- 
duced only  tI,lI3.0«S.21  at  the  February.  1915,  settlement.  It  Is 
therefore  apparent  that  the  State  Highway  Department  this 
yaar  will  be  compelled  to  operate  with  an  Income  which  has 
been  reduced  one-third.         •••••••• 

The  above  constitutes  only  one  of  several  facts  tending  to  re- 
strict the  activities  of  the  State  Highway  Department  for  the 
year  1»1J.  To  be  frank,  the  department  Is  compelled  to  operate 
not  only  with  an  Income  that  has  been  decreased  approximately 
on<-thlrd.  as  compared  with  the  Income  of  the  department  last 
year,  but  It  has  also  been  compelled  to  use  a  substantial  part 
of  lu  l*It  Income  to  meet  obligations  created  by  the  department 
In  l»M.  over  and  above  the  Income  of  the  department  for  that 
year.  While  the  Stata  Highway  Department  In  the  year  1914 
had  IID.l  14.41  available  for  the  construction  of  main  market 


roads,  the  department  attempted  during  the  year  1914  to  enter 
Into  contracts  for  the  construction  of  main  market  roads  to  the 
amount  of  J98.6, 047.58,  being  $165,933.29  more  than  the  total 
amount  available  for  the  year.  While  these  contracts  were 
Illegal  and  void,  to  the  extent  of  $165,933.29,  yet  local  officials 
and  contractors  had  acted  In  good  faith  and  Incurred  obligations 
under  these  void  contracts  and  it  was  necessary,  therefore,  for 
the  Legislature,  when.lt  met  in  1915.  to  validate  these  contracts 
and  make  an  opproprlation  to  meet  the  same. 

*  •  •  The  same  situation  exists  as  to  inter-county  high- 
way funds,  to  the  extent  of  $87,348.40. 

It  will  thus  be  seen  that  the  State  Highway  Commissioner  Is 
not  only  conmpelled  to  operate  the  department  with  a  substan- 
tially reduced  Income,  but  out  of  that  reduced  Income  he  Is 
compelled  to  pay  over  a  quarter  of  a  million  dollars  on  the  debts 
of  the  department  contracted  last  year,  over  and  above  the 
Income  for  that  year. 

The  reduction  In  the  Income  of  the  State  Highway  Depart- 
ment for  the  present  year  *  »  *  means  that  It  will  be  abso- 
lutely necessary  to  curtail  the  activities  of  the  State  Highway 
Department  during  the  year  1915. 

When  the  Finance  Committee  of  the  House  of  Representatives 
began  Its  work  early  in  1915,  it  Invited  the  State  Highway  De- 
partment, as  then  constituted,  to  submit  a  budget,  but  the  form- 
er State  Highway  Commissioner  and  those  associated  with  him 
were  of  the  opinion  that  the  department  could  not  comply  with 
this  request.  •  *  •  Of  necessity,  the  Finance  Committee  was 
compelled  to  depend  upon  the  oral  statements  of  certain  repre- 
sentatives of  the  Highway  Department  as  then  constituted. 
•  •  *  that  there  were  no  unexpended  balances  left  over 
from  the  appropriation  for  1914.  As  a  matter  of  fact,  there 
were  balances  to  the  amount  of  $555,686.88  in  the  inter-county 
highway  funds  to  the  credit  of  many  of  the  counties  and  there 
was.  also,  a  balance  of  $56,305.13  in  the  maintenance  and  repair 
fund.  The  members  of  the  House  Finance  Committee  were  de- 
ceived by  the  faulty  information  Imparted  to  them  by  the  rep- 
resentatives of  the  Highway  Department  called  before  them 
and,  as  a  result,  the  balances  above  referred  to  were  lapsed  by 
House   Bill   No.    314. 

The  lapsing  of  these  balances  and  the  time  required  to  draft 
and  secure  the  passage  of  legislation  re-appropriatlng  such  bal- 
ances and  making  them  available  for  the  use  of  the  department, 
has  also  been  the  cause  of  much  delay  in  the  letting  of  contracts 
In  a  number  of  counties  in  the  State. 

In  the  drafting  of  legislation  to  make  available  funds  to  meet 
contracts  entered  Into  In  1914  without  authority  of  law,  and  in 
excess  of  the  appropriation  for  that  year,  it  was  also  necessary 
to  bear  In  mind  that  such  legislation  was  not  an  appropriation 
for  the  current  expenses  of  the  state  government  or  state  In- 
stitutions, but  was,  in  effect,  a  recognition  of  a  moral  claim 
against  the  state  and  a  provision  for  the  payment  of  the  same. 
This  legislation,  therefore,  can  not  go  into  effect  until  August 
31,  1915,  being  ninety  days  after  the  law  in  question  was  filed  In 
the  office  of  the  Secretary  of  State. 

Taking  into  consideration  the  facts  as  given,  It  will  be  very 
evident  to  you  that  the  position  In  which  the  State  Highway 
Department  has  been  placed  is  one  requiring,  not  the  heedless 
contracting  against  funds  which  do  not  exist,  but  a  policy  of 
careful,  thoughtful  expenditure  of  existing  funds  where  the  In- 
terests of  the  people  of  Ohio  will  be  best  subserved. 


New  State  Highway  Commission  Appointed 
by   Governor   Rye  of   Tennessee 

Governor  T.  C.  Rye  of  Tennessee  has  announced  the  names 
of  tlie  three  appointive  members  of  the  new  State  Highway 
Commission  which  was  created  by  act  of  the  lasi  General 
Assembly. 

The  law  provides  that  a  member  shall  be  appointed  to  rep- 
resent each  of  the  three  grand  divisions  of  the  state.  The 
appointees  are  W.  H.  Crox  of  Bradley  County,  representing 
Eastern  Tennessee;  Arthur  H.  Crownover  of  Franklin  Coun- 
ty, representing  Middle  Tennessee,  and  Charles  W.  Williams 
of  Henry  County,  representing  Western  Tennessee. 

Others  who  are  members  of  the  commission  by  virtue  of 
office  are  Governor  Rye,  Dean  Ferris  of  the  Engineering 
and  Highway  Department  of  the  University  of  Tennessee, 
and  State  Geologist  A.  H.  Purdue. 

Funds  for  the  administration  of  the  commission,  the 
members  of  which  serve  without  salary,  are  derived  from  a 
tax  on  motor  vehicles,  including  traction  engines,  which, 
it  is  estimated  will  yield  between  170,000  and  $80,000. 


July  31,  1915 


GOOD    ROADS 


75 


Indiana  Automobilists  Seek  Establishment  of 
a  State  Highway  Department 

The  newly  formed  Indiana  State  Automobile  Association, 
whicli  nunil)ers  among  its  charter  members  some  of  the 
most  prominent  men  in  the  state,  has  announced  as  its  prime 
object,  the  establishment  of  a  state  highway  department 
in  Indiana  with  state  aid  for  the  construction  and  mainte- 
nance of  roads. 

It  is  proposed  to  conduct  a  state  wide  campaign  of  educa- 
tion to  this  end,  until  the  next  session  of  the  legislature  in 
1917.  The  association  will  also  take  up  the  question  of 
providing  markers  for  roads  throughout  the  state. 


COMING  MEETINGS 


August  5-7. — Texas  Good  Roads  Association  and  County 
Judges'  and  Commissioners'  Association — Mid-Summer 
Meeting,  Agricultural  and  Mechanical  College  ol  Texas, 
College  Station,  Tex.  Secy.,  Texas  Good  Roads  Associa- 
tion, D.  E.  Colp,  San  Antonio. 

September  13.— Tri-State  Roads  Association.— Third  annual 
convention,  San  Francisco,  Cal.  Executive  Secy.,  Geo.  E. 
Boos,  1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the   Pan-American   Road  Congress.) 

September  13-17. — American  Road  Builders'  Association 
and  American  Highway  Association. — I'an-American  Road 
Congress.  Oakland,  Cal.  Secretary,  American  Roaa  Build- 
ers' Association,  E.  L.  Powers.  150  Nassau  St.,  New  York, 
N.  Y.  Executive  Secretary,  .'American  Highway  Associa- 
tion, I.  S.   Pennybacker,  Colorado   Bldg.,  Washington,   D.   C. 

September  16. — Pacific  Highway  Association. — Fifth  annual 
meeting,  San  Francisco,  Cal.  Secretary,  Henry  L.  Bovvlby. 
510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

October  4-7. — Northwestern  Road  Congress.  —  .Annual 
meeting,  Cedar  Rapids,  la.  Secy-Trcas.,  J.  P.  Keenan, 
Sentinel    Bldg.,    Milwaukee,    Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,   B.   of   L.   E.   Bldg..   Cleveland.   O. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— .Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin   Bldg.,   Indianapolis,  Ind. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruff, 705   North   American   Bldg.,  'Philadelphia,   Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — .Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago,  111. 


Conference  on  Concrete  Road  Building 

The  second  National  Conference  on  Concrete  Road  Build- 
ing will  be  held  in  Chicago,  111.,  February  IS,  16,  17  and  18, 
1916.  Seventeen  committees  have  been  named,  each  to  in- 
vestigate and  submit  a  report  upon  the  following  specific 
topics: 

"Drainage  and  Preparation  of  Subgrade;"  "Economical 
Widths  of  Pavement  and  Shoulders;"  "Problems  of  Design, 
Thickness,  Crown  and  Grade;"  "Aggregates;"  "Handling 
and  Hauling  Materials  and  Water  Supply;"  Organization  of 
Concreting  Crew;"  '"Proportions  of  Materials  and  Con- 
sistency of  Concrete;  "Mixing  and  Placing  Concrete;"  "Re- 
inforcing;" "Joint  Location  and  Construction;"  "Expansion 
and  Contraction;"  "Finishing  and  Curing;"  "Construction 
of  Shoulders  and  Curbs;"  "Method->  and  Cost  jf  Mainten- 
ance;" "Form  of  Specifications;"  "Cost  of  Construction;" 
"Estimating  and   Inspection   Problems." 


The  Advisory  Committee  has  again  selected  Dr.  W.  F. 
M.  Goss,  Dean  of  the  College  of  Engineering  of  the  Uni- 
versity of  Illinois  as  Chairman,  and  J.  P.  Beck  of  Chicago 
as   Secretary. 


The  National  Road  Exhibition 

At  a  meeting  of  the  representatives  of  firms  exhibiting  at 
the  National  Road  Exhiliition  which  was  held  at  Horticul- 
tural Hall,  London,  England,  recently,  as  noted  in  "Good 
Roads,"  for  June  17,  it  was  resolved  that  as  soon  after  the  war 
as  convenient,  the  exhibitors  would  welcome  the  holding  of  a 
similar  exhibition  by  the  County  Councils  Association.  Dur- 
ing the  last  exhibition  M.  Helleputte,  Belgian  Minister  of 
Public  Works,  announced  the  intention  of  the  Belgian  Gov- 
ernment to  give  opportunities  to  a  large  number  of  exhibit- 
ors to  undertake  contracts  in  Belgium  at  a  later  date. 


MEETINGS 


Ohio  County  Engineers 

.\  meeting  of  the  county  engineers  of  the  State  of  Ohio 
was  held  recently  at  Columbus,  O.,  for  the  purpose  of  dis- 
cussing the  new  state  highway  law,  which  becomes  eflfective 
on  September  4.  A  committee  was  appointed  to  formulate  a 
plan  for  bringing  about  a  standardization  of  specifications 
for  road  construction  in  all  counties. 


A  three-days'  Good  Roads  Convention  and  Farmers'  In- 
stitute was  held  at  Abingdon,  Va.,  commencing  on  July  12. 
Among  the  speakers  was  L.  E.  Boykin,  of  the  Department  of 
Agriculture,  whose  subject  was  "The  Value  of  Good  Roads 
to  Towns  and  Rural  Communities." 


The  Executive  Committee  of  the  Good  Roads  Association 
of  Washington  County,  Pa.,  at  a  recent  meeting  prepared 
plans  for  the  formation  of  a  state  good  roads  association  in 
Pennsylvania.  It  is  proposed  to  call  a  meeting  at  an  early 
date  at  which  all  county  organizations  will  be  represented, 
with  a  view  to  effecting  a  state  organization. 


PERSONAL    NOTES 


E.  B.  Ulrich  has  been  re-elected  City  Engineer  of  Read- 
ing,  Pa. 

L.  E.  Tuttle  has  been  appointed  Assistant  City  luigincer 
of  Stamford,   Conn. 

H.  Mc-Auslan  has  Ijeen  appointed  Town  Engineer  of  North 
Bay,   Ont.,  vice  John   Shaw,  resigned. 

H.  E.  Tanner  has  been  appointed  City  Engineer  of 
Verdun,  P.  Q.,  vice  Henry  Hadley,  Jr.,  resigned. 

W.  S.  Keller  was  recently  re-elected  State  Highway  En- 
gineer by  the  Alabama  State  Highway  Commission. 

A.  L.  Smith  has  been  appointed  Resident  Engineer  of  lii2 
-Mabama   State    Highway    Department   at    Selma,   Ala. 

John  Craft  of  Mobile,  Ala.,  has  been  reappointed  State 
Highway  Commissioner  of  Alabama  by  Governor  Henderson. 

S.  R.  Walker,  Park  Commissioner  of  San  Antonio  Tex., 
has  been  appointed  to  the  newly  created  office  of  Sit'ewalk 
Commissioner. 

Robert  E.  Spragins,  recently  reappointed  State  Highway 
Commissioner  of  Alabama,  has  been  re-elected  Chairman 
of   the    Commission. 

R.  P.  Roadgap.  Goshen,  Va.,  has  been  elected  Cliairnian 
of  the  Good  Roads  Committee  of  the  Virginia  Rural  Letter 
Carriers'  Association. 


76 


GOOD    ROADS 


July  31,  1915 


'  John  H.  Eldert,  a  member  of  the  road  contracting  nim  of 
Twombley  &  Eldert,  Jamaica.  N.  Y.,  died  recently  at  his 
home  in  Richmond  Hill.  K.  Y. 

Edwin  Duffey,  Commissioner  of  Highways  of  New  York 
Stale,  was  the  principal  speaker  at  the  recent  annual  high- 
way meeting  of  Wyoming  County,  N.  Y. 

J.  B.  Rylance  of  Dadeville.  Ala.,  has  been  appointcH  State 
Highway  Commissioner  of  .Mabaina,  vice  Julien  Smith,  whose 
term  of  office  expired  recently. 


NEWS  OF  THE  TRADE 


The  Appianite  I'avcment  Co.,  of  New  York  City,  was  incor- 
porated recently  under  the  laws  of  New  York,  with  a 
capital  stock  of  $20,000.  The  incorporators  are  Alexan- 
der Reed,  Howard  G.  Wilson  and  Herbert  McKennis,  all  of 
New  York  City. 


The  Waterloo  Cement  Machinery  Co.,  Waterloo,  la.,  has 
issued  a  handsomely  printed  circular  descriptive  of  the 
Wonder  paver.  The  circular  contains  eight  pages  and  is 
illustrated  with  half-tone  reproductions  of  the  machine  and 
its    various   parts. 


The  Vibrolithic  Construction  Co.,  capitalized  at  $100,000, 
has  been  organized  at  Dallas.  Tex.,  and  will  conduct  a  gen- 
eral paving  business  in  Texas,  Oklahoma,  New  Mexico,  Kan- 
sas, Louisiana  and  Mississippi.  The  officers  are  W.  C. 
Connor.  President;  H.  L.  Seay,  Vice  President;  E.  C.  Connor, 
Manager;  F.  E.  Austin,  Treasurer;  H.  T.  Allen,  Secretary, 
and  R.  C  Stubbs,  Chief  Engineer. 


Studebaker,  South  Bend,  Ind.,  has  just  issued  Catalog  No. 
1005,  an  illustrated  booklet  of  31  pages,  in  which  its  line 
of  bottom  dump  wagons  and  dump  boxes  is  fully  covered. 
In  addition,  the  catalogue  contains  descriptions  of  the  Stude- 
baker road  oilers,  sprinklers,  flushers  and  sweepers.  The 
illustrations  consist  of  half-tone  reproductions  of  the  appa- 
ratus and  various  operating  mechanisms. 


NEWS    NOTES 


■"•  "^'y  C««rt  of  :vr<rra«tlr  <  oiiin,.  nn..  has  awarded  con- 
tracU  for  the  resurfacing  of  al...ut    If.   miles  of  roads. 

TMm  mt  Xraroc  Ccaat^.  Tean..  recently  defeated  a  project 
t«  l»«ue  IJOO.OOO  In  bonds  for  the  completion  of  road  work. 

•*  ■•■*  !■■■«  of  •SSO.oeo  for  Road  Coantructlon  wag  ratlfled 
at  a  recent  election  In  the  3d  Commlssloner-s  District  of  De 
Land.  Fla. 


Aa   Elwtloa   Will    Be    Held   at   Clearvrater,   Fla..    on    Aug.    18 

on   the   queatlon    of  Issuing    $715,000    bonds   for    roads,    bridges 
and  culverts. 


T»«   C«aa«r   CoatailMlaaeni   of   Darke   and    Mercer    Conntles, 

Ohtm,  have   sranted    a   petition   to   Improve    the    Rammel    Road 
between  the  two  counties. 


AB  BertI—  Will  Be  Held  la  Iberville  Parish,  La.,  on  AuK. 
7  for  the  purpose  of  voting  a  road  tax  In  the  newly  estab- 
Uah«4  Road  District  No.  4. 


Tk*  City  Tnwtees  •(  Sawtelle.  Cal.,  have  decided  to  pave 
Santa  Monica  Boulevard  with  Warrenlte  on  a  concrete  base 
at  so  approximate  cost  of  $100,000. 


The  B«ard  of  Saperrlaors  of  NIacara  Coaal^.  N.  Y.,  has  ap- 
proved plans  for  new  countv  highways  to  cost  $256,000.  The 
eotinlir's  share   In   the  cost   is  $15>.000. 


>p«rtaak«nr  Cmmmtr,  ••  C,  authorities  will  award  contracts 
for  six  steel  brldxes  durlnir  the  next  few  weeks.  The  bridges 
raas*  from  >0  ft.  to  100  ft.  In  length. 


Gillespie  County,  Tex.,  is  conslderlnK  the  matter  of  raising 
funds  either  by  bond  Issue  or  by  direct  taxation  tor  the  pur- 
pose  of   building;  an   adequate    system   of  good   roads. 


CktcnKO.  III..  Has  Filed  an  Assessment  Roll  of  $7,262, SS.'i  as 
a  step  toward  the  realization  of  plans  for  the  Michigan  Ave- 
nue Boulevard  link  which  Includes  a  double-deck  bridge  over 
the  Chicago  River. 


The  Dominion  of  Canada  imported  paving  brick  to  the  value 
of  $171,617  during  1914,  according  to  recently  issued  customs 
statistics.  Of  this  amount  83  per  cent,  was  Imported  from 
the  United  States. 


The  Hoard  of  Freeholders  of  I<:.isex  County,  N.  J.,  has  ap- 
proved recommendations  for  a  new  bridge  over  the  Passaic 
River  at  Pine  Brook,  the  acquisition  of  a  new  county  road 
and  the  repavlng  of  seven  county  roads. 


A  Committee  of  Fifty  Has  Been  Appointed  to  conduct  a  cam- 
paign for  good  roads  in  Madison  County,  Ga.  According  to 
report,  there  are  1,500  miles  of  roads  to  be  Improved  or  con- 
structed.    A  bond  issue  of  $1,000,000  Is  planned. 


Tyler  County,  Tex.,  Held  Its  Flriit  Good  Roads  Meetinic  re- 
cently when  the  question  of  creating  a  road  district  of  the 
southern  part  of  the  county  and  issuing  $150,000  in  bonds 
was  considered.  The  project  received  the  support  of  the 
meeting. 


Chief  Road  Bnslneer  A.  D.  Williams  of  West  VIrKinia.  re- 
porting to  the  National  Committee  on  Prisons  and  Prison  Labor, 
states  that  convicts  did  road  work  in  West  Virginia  at  a 
cost  of  $11,589.92,  for  which  the  lowest  bid  from  a  private  con- 
tractor was  $lo,418.06. 


The    Commissioner's     Court     of     Brnioria    County.    Tex.,    has 

called  an  election  for  Aug.  21  for  the  formation  of  Road  Dis- 
trict No.  13  and  the  issuance  of  $150,000  in  bonds  for  the 
purpose  of  hard  surfacing  roads.  The  Town  of  Brazoria  Is 
included   in    the   proposed   district. 


.\uKnst  10  and  17  Have  Been  Selected  as  "good  roads  days" 
by  the  Executive  Committee  of  the  Alabama  Good  Roads  As- 
sociation. August  15,  being  Sunday,  will  be  devoted  to  re- 
ligious services  in  connection  with  the  good  roads  movement, 
at  the  suggestion  of   Governor  Henderson. 


The  Illinois  Division  of  the  Dixie  Higrhway  was  dedicated  at 
Watseka,  111.,  recently,  when  Joseph  G.  Cannon,  former  Speaker 
of  the  House  of  Representatives,  removed  the  first  shovelful 
of  earth.  The  dedication  was  the  occasion  of  a  celebration 
in  which,  it  is  stated,  more  than  2,000  persons  took  part. 


The  Voters  of  Detroit,  Mich.,  voted  against  the  proposition  to 
issue  $2,000,000  bonds  for  a  bridge  to  replace  the  Belle  Isle 
Bridge  which  was  burned  some  time  ago,  as  noted  In  the  May 
8  issue  of  "Good  Roads."  The  erection  of  a  footbridge,  for 
which  about  $100,000  is  available,  is  now  advocated  by  the 
Mayor. 


The  State  Highway  Commission  of  Montana  has  prepared 
plans  for  the  uniform  construction  of  bridges  throughout  the 
state  in  conformity  to  the  law  passed  by  the  last  Legislature. 
These  plans  are  modified  to  suit  local  conditions  on  receipt 
of  data  from  county  oflicials  and  the  bridges  are  built  under 
the    direction    of   the    State    Highway   Commission. 


The  rubllc  Works  Department  of  the  Federated  Malay  States 

reports  a  steady  increase  In  the  mileage  of  paved  roads.  Dur- 
ing the  past  year  85  miles  were  added  to  the  system,  which  now 
embraces  2,250  miles.  There  are  185  miles  of  unpaved  roads 
and  1,738  miles  of  bridle  roads  and  paths.  The  sum  of 
$401,486  was  spent  on  widening  and  improving  existing  roads 
and  $703,210  on  new  construction. 


The  SacTiimento  Good  Roads  Asnoclation  was  formed  recently 
at  a  meetlti'<  held  at  Sacramento,  Cal.,  and  the  following  oflfi- 
cers  were  elected:  President,  George  W.  Peltier;  Vice  Presi- 
dents, Charles  B.  Bills,  Emmett  Phillips,  R.  T.  Devlin,  Benjamin 
Leonard,  1^.  C.  Simpson;  Secretary,  W.  A.  Meyer;  Assistant  Sec- 
retary, John  Montgomery.  The  organization  is  committed  in 
favor  of  bonding  the  county  to  raise  funds  tor  the  construc- 
tion of  a  system   of  permanent  highways. 


-7T. 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  SeriM.  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  AUGUST  7,  1915 


Number 

6 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAtr  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:   Gudrodes,  New  York. 


Subscription  price;    Fifty-two  numbers,  S2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  S3. 50  elsewhere.    Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 
.   Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

,  Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


CONTENTS 

Page 
EDITORIAL: 

Examinations    for    Road    Workers 77 

Standard  Practice   in   the  Construction  of  Block   Pave- 
ments         78' 

LEADING  ARTICLES: 

Equipment    and    Methods    Used    on    a    State    Aid    Road 

Contract  in  Pennsylvania   (Illustrated) 79 

Some  Examples  of  Long-Lived  Pavements   (Illustrated)   81 

Highway  Laws  of  the  United  States:  Digests  of  the  laws 
Governing  the  Administration,  Construction  and  Main- 
tenance of  Highways  in  the  Several  States 83 

MISCELLANEOUS: 

Convict    Labor    on    Alabama    Roads 82 

Road   Classification   in   Great  Britain 97 

Stome  Phases  of  Road  Improvement  Work  in  Colorado..    97 
Durax    Pavement    in    the    Grand    Central    Terminal    Im- 
provement          98 

A.  R.  B.  A.  PAGE 99 

COMING    MEETINGS    100 

REPORTS     101 

NEW   PUBLICATIONS    102 

PERSONAL   NOTES 102 

NEWS    OF    THE    TRADE    102 

NEW    MACHINERY    AND    APPLIANCES    103 

RECENT  PATENTS    104 


EXAMINATIONS    FOR    ROAD    WORKERS 

In  an  article  printed  in  the  issue  of  July  10,  describing  an 
examination  for  road  inspectors  recently  conducted  by  the 
New  Jersey  Civil  Service  Commission,  there  were  noted  sev- 
eral features  which  merit  the  attention  of  road  and  street 
officials.  While  the  New  Jersey  examination  was  for  select- 
ing inspectors,  the  principles  involved  are  equally  applicable 
to  the  conduct  of  examinations  for  other  positions. 

The  first  point  to  which  attention  is  directed  is  that  the 
positions  were  filled  through  examination  and  that  the  ap- 
pointees so  selected  are  to  be  protected  by  civil  service  rules 
and  regulations.  While  there  will  always  be  some  question 
as  to  the  efficacy  of  an  examination — of  the  usual  kind,  at 
least — for  selecting  men  to  fill  positions  calling  for  various 
qualifications  other  than  technical  knowledge,  there  can  be 
no  doubt  that  such  a  method  is  far  preferable  to  choice 
governed  by  politics,  favoritism,  nepotism  or  mere  chance. 
As  regards  the  placing  of  public  employees  under  civil 
service  there  can  be  very  little  honest  difference  of  opinion. 
This  has  already  been  done  in  many  state  highway  depart- 
ments, though  it  may  be  noted  that  unfortunately  it  is  too 
often  comparatively  easy  for  the  politicians  to  evade  civil 
service  laws  when  they  desire  the  appointment  or  promo- 
tion of  a  henchman  or  the  dismissal  or  demotion  of  some- 
one who  has  incurred  their  displeasure. 

The  next  point  of  excellence  in  the  New  Jersey  examina- 
tions was  the  making  of  a  part  of  the  examination  oral. 
Most  satisfactory  results  may  reasonably  be  expected  from 
such  an  examination,  properly  conducted, 'for  it  brings  out 
much  that  it  is  impossible  to  ascertain  from  any  examina- 
tion paper.  By  even  a  short  talk  with  a  candidate,  an  ex- 
aminer accustomed  to  measure  men  can  form  a  fairly  accurate 
estimate  of  what  the  man  is  as  well  as  of  what  he  knows, 
while  the  latter — and  that  but  imperfectly — is  all  that  can  be 
concluded  from  the  written  answers  to  a  set  of  formal  ques 
ti^.s  and  problems.  The  oral  examination  is  of  peculiar 
value  in  the  selection  of  employees  to  fill  positions  that 
bring  their  occupants  into  constant  contact  with  men,  for 
probably  by  no  other  means,  short  of  a  trial  of  the  can- 
didate in  the  position,  can  the  qualifications  for  such  work  be 
determined.  Reliance  upon  a  written  examination  only, 
might  result  in  the  rejection  of  first-class  men  and  the 
choosing  of  men  absolutely  without  the  most  essential  quali- 
fications. On  the  other  hand,  the  able  man  conducting  an 
oral  examination  might  discover  in  an  otherwise  promising 
candidate  certain  characteristics  that  would  absolutely  unfit 
him  for  a  position  in  which  he  would  have  to  deal  with  other 
men,  or  might  find  in  some  candidate,  whose  technical  knowl- 
edge was  questionable,  certain  qualities  of  tact,  good  judg- 
ment and  pleasant  address  that  would  assure  his  success  in 
spite  of  his  technical  deficiencies. 

It  should  be  borne  in  mind,  however,  that  all  of  the  points 
cited  in  favor  of  the  oral  examination  become  disadvantages 
instead  of  advantages  unless  the  examiner  is  selected  with 
care  and  intelligence.  He  must  be  a  man  who  himself  under- 
stands the  duties  of  the  position  to  be  filled  and  who  knows 
the  work  to  be  done;  he  must  be  a  man  who  can  so  question 


78 


GOOD    ROADS 


August  7,  1915 


»  candidate  as  to  draw  him  out  and  make  hira  reveal  his 
fitness  or  unfitness;  and  he  must  be  a  good  judge  of  men. 
Above  alt  the  examiner  must  be  some  one  unacquainted  with 
the  candidates  and.  therefore,  free  from  all  inclination  to 
favor  or  discriminate  against. 

The  New  Jersey  Civil  Service  Commission  insured  the 
fairness  of  its  selections  by  choosing  as  examiner  a  man 
from  outside  of  the  state,  who,  we  are  informed,  knew  the 
candidates  only  by  numbers.  By  selecting  former  State  High- 
way Commissioner  MacDonald  of  Connecticut  the  com- 
mission also  secured  a  man  of  long  training  in  the  school  of 
experience  in  both  building  roads  and  picking  men. 

In  this  case,  as  in  many  others,  the  example  of  New 
Jersey  in  the  conduct  of  road  affairs  may  well  be  followed 
by  other  states.  The  adoption  of  civil  service  does  much  to 
attract  more  able  men;  the  use  of  the  oral  examination  to 
supplement  written  tests  makes  more  likely  the  choice  of 
employees  possessed  of  tact,  good  judgment  and  the  ability 
to  handle  men,  as  well  as  the  requisite  technical  knowledge; 
and  the  bringing  in  of  a  capable  outside  man  as  examiner' 
throws  around  the  selection  an  added  protection  from  choice 
based  upon  any  grounds  except  qualifications  for  the  work 
to  be  done. 


STANDARD    PRACTICE    IN    THE    CONSTRUCTION    OF 
BLOCK  PAVEMENTS 

While  considerable  time  has  been  devoted  by  various 
organi2ations  to  the  formulation  and  advocacy  of  so-called 
standard  specifications  for  various  kinds  of  pavements,  very 
little  information  has  been  published  showing  to  what  extent 
practice  in  the  construction  of  pavements  has  actually  been 
standardized.  With  this  in  mind,  a  study  has  been  made 
of  the  statistics  on  the  construction  details  of  block  pave- 
ments printed  in  the  July  3  issue  of  this  publication,  and 
from  these  the  data  in  the  following  paragraphs  have  been 
secured. 

Before  setting  forth  the  statistics  obtained,  it  should  be 
pointed  out  that  the  returns  from  which  the  figures  have 
been  secured  are  from  a  sufficiently  large  number  of  cities  to 
insure  a  reasonable  degree  of  accuracy  and  that  the  different 
cities  from  which  data  have  been  obtained  vary  sufficiently 
in  size  and  location  so  that  they  may  be  considered  repre- 
sentative. 

The  three  kinds  of  pavement  considered  are  brick,  stone 
block  and    wood  block. 

Of  the  cities  reporting  the  kind  of  foundation  used  for 
brick  pavement,  86  per  cent,  use  concrete,  while  the  remain- 
ing 14  per  cent,  use  gravel,  crushed  stone,  sand,  macadam, 
stag  and  other  materials.  Of  the  concrete  foundations,  47  per 
cent  are  of  a  1:3:6  mixture,  16  per  cent,  are  of  a  1:3:5  mixture 
and  the  remaining  37  per  cent,  are  divided  among  eighteen 
other  mixtures,  ranging  from  those  as  rich  as  1 :5  to  those  as 
lean  as  1:4:8.  The  concrete  foundations  laid  range  in  depth 
from  4  to  8  ins.,  48  per  cent,  being  6  ins.  deep,  25  per  cent. 
5  ins.  deep,  18  per  cent.  4  ms.  deep  and  9  per  cent,  of  other 
depths.  Sand  cushions  used  range  from  1  to  2  ins.,  46.5 
per  cent,  being  I'/i  ins.  deep,  36  per  cent,  being  2  ins.  deep, 
14.5  per  cent,  being  1  in.  deep  and  3  per  cent,  being  of  other 
varying  depths.  Cement  filler,  according  to  the  reports  re- 
ceived, is  used  for  61  per  cent,  of  the  pavements,  bituminous 
filler  for  23  per  cent.,  sand  filler  for  12  per  cent.,  and  other 
niters  for  4  per  cent.  The  guarantee  period  on  brick  pave- 
ments as  reported  ranges  from  none  to  20  years,  56  per 
cent,  being  guaranteed  for  5  years,  17.5  per  cent,  for  1  year, 
9  per  cent,  bein?  laid  without  guarantee,  6.5  per  cent,  for  two 
years,  6.5  per  cent,  for  three  years  and  4.5  per  cent,  for  other 
periods.  From  these,  it  would  seem  that  what  may  be 
designated  as  the  brick  pavement  most  nearly  typical  of 
American  practice  is  one  laid  on  a  \'A-in.  sand  cushion  rest- 
ing on  a  1:3:6  concrete  foundation,  6  ins.  deep,  filled  with  a 
cement  filler  and  guaranteed  for  five  years. 


Data  secured  on  the  practice  in  laying  stone  block  pave- 
mcrft  showed  77.5  per  cent,  of  such  pavement  to  be  laid  on 
a  concrete  foundation,  7.5  per  cent,  on  a  sand  foundation  and 
IS  per  cent,  on  foundations  of  other  kinds.  As  in  the  case  of 
the  brick  pavement,  the  mix  most  commonly  used  is  1:3:6, 
of  which  61  per  cent,  of  the  foundations  arc  made.  A  1:3:5 
mixture  is  used  for  13  per  cent.,  a  1:2%  :5  mixture  for  6.5 
per  cent,  and  19.5  per  cent,  are  laid  on  concrete  foundations 
of  other  proportions.  The  depths  of  the  concrete  founda- 
tions range  from  4  to  8  ins.,  70  per  cent,  being  6  ins.  deep, 
20  per  cent.  5  ins.  deep  and  10  per  cent,  of  other  depths.  The 
sand  cushion  in  48  per  cent,  of  the  cases  covered  is  2  ins 
deep,  in  26  per  cent,  it  is  IH  'ns.  deep,  in  13  per  cent.  1  in. 
deep  and  in  13  per  cent,  is  of  other  depths.  Cement  filler 
leads  others  with  a  percentage  of  61,  while  bituminous 
fillers  and  sand  fillers  are  each  used  in  12  per  cent,  of  the 
cases  reported.  The  remaining  15  per  cent,  of  the  reports 
indicate  other  fillers.  The  guarantee  period  ranges  from 
1  to  20  years,  48  per  cent,  being  for  5  years,  26  per  cent, 
being  for  1  year  and  26  per  cent,  for  other  lengths  of  time. 
These  figures  would  indicate  that  the  typical  stone  block 
pavement  is  laid  on  a  2-in.  sand  cushion  resting  on  a  1:3:6 
concrete  foundation,  6  ins.  deep;  filled  with  grout,  and  guar- 
anteed for  5  years. 

Figures  on  wood  block  pavement  show  a  concrete  founda- 
tion to  be  used  in  100  per  cent,  of  the  cases  reported.  As  is 
the  case  with  the  other  two  pavements,  the  greater  propor- 
tion ot  the  foundations  are  of  the  1:3:6  mixture,  the  exact 
percentage  being  59.  Of  the  remainder,  20,5  per  cent,  are  of 
a  1:3:5  mix  and  20.5  per  cent,  are  of  other  mixtures.  The 
depths  of  the  concrete  range  from  4  to  8  ins.,  54  per  cent, 
being  6  ins.  deep,  35  per  cent,  being  5  ins.  deep  and  11  per 
cent,  of  other  depths.  A  sand  cushion  is  used  on  top  of  the 
foundation  in  84  per  cent,  of  the  pavements  on  which  reports 
were  received,  the  depths  varying  from  Yi  in.  to  2  ins.  In 
the  cases  in  which  the  depths  of  the  sand  cushion  were  re- 
ported, 63  per  cent,  are  1  in.  deep,  15  per  cent,  are  %  in. 
deep  and  22  per  cent,  are  of  other  depths.  Sand  filler  is 
used  in  49  per  cent,  of  the  cases,  bituminous  fillers  in  40 
per  cent,  and  other  fillers  in  11  per  cent.  The  guarantee 
period,  as  in  the  case  of  the  brick  block  pavement,  ranges 
from  no  guarantee  to  20  years,  78  per  cent,  being  guaranteed 
for  S  years  and  the  remaining  22  per  cent,  being  laid  without 
guarantee  or  for  periods  other  than  5  years.  The  repre- 
sentative wood  block  pavement,  as  shown  by  these  figures, 
is  laid  on  a  1-in.  sand  cushion  on  a  1:3:6  concrete  founda- 
tion,  6  ins.  deep;  filled  with  sand,  and  guaranteed  for  5  years. 


Ilow  Much  Street  RnllTvny  ComimnleN  Should  Re  Hequlred  to 
I'ay    Toward    the    Cont    of    Hlshnay    llrldRe    Construction    was 

considered  In  a  paper  recently  presented  before  the  Western 
Society  of  Engineers  by  Chas.  M.  Spofford,  Hayward  Professor 
of  Civil  Engineering,  Massachusetts  Institute  of  Technology, 
Boston,  Mass,,  and  also  a  member  of  Fay,  Spoftord  &  Thorn- 
dtke,  Consulting  Engineers,  Boston,  Mass.  Prof.  Spofford's  con- 
clusions were  as  follows:  "(a)  Additional  width  to  provide 
for  street  cars  Is  ordinarily  necessary  only  in  the  case  ot 
bridges  with  narrow  roadways,  providing  for  no  more  than  two 
lines  of  traffic,  (b)  The  extra  expense  Involved  In  strengthen- 
ing heavy  city  bridges  of  permanent  type  to  provide  for  50-ton 
trolley  cars  would  not  ordinarily  be  greatei-  ihan  10  per  cent, 
of  the  total  cost,  and  may  be  as  low  as  6  per  cent.  This  per- 
centage will  be  greater  for  light  country  highway  bridges 
without  paved  floors,  but  if  such  bridges  are  designed  for 
heavy  motor  truck  traffic,  as  they  should  be,  the  additional 
expense  will  not  be  excessive.  (c)  To  apportion  the  cost 
equitably,  and  with  credit  to  the  engineering  profession,  the 
engineers  on  the  two  sides  should  try  to  agree  upon  the  addi- 
tional coat  of  provisions  for  street  cars  before  the  case  is  pre- 
sented to  an  apportionment  commission.  This  can  ordinarily 
be  done  If  both  sides  are  reasonable,  (d)  It  Is  doubtful  if  the 
railroad  company  should  ordinarily  be  charged  for  additional 
convenience  due  to  the  reconstructed  bridge.  This,  however,  is 
a  matter  the  settlement  of  which  hardly  comes  into  the  prov- 
ince of  the  engineer." 


August  7,  1915 


GOOD    ROADS 


79 


Equipment  and  Methods   Used  on  a  State  Aid  Road  Contract 

in  Pennsylvania 


Work  of  especial  interest  because  of  the  utilization  of  up- 
to-date  equipment  has  been  done  on  a  state  aid  road  con- 
tract in  Erie  County,  Pennsylvania,  which  is  now  nearing 
completion.  The  work  comprises  the  construction  of  a  brick 
pavement  on  the  road  formerly  known  as  the  Buffalo  Road, 
which  is  being  improved  under  State  Highway  Application 
No.  454.  The  road  extends  from  the  east  line  of  the  city 
of  Erie  to  Wesleyville  Borough,  a  distance  of  9,800  ft.  When 
completed  the  roadway  will  be  32  ft.  in  width,  with  the  track 
of  the  Buflfalo  &  Lake  Erie  Traction  Co.  occupying  8  ft.  in 
the  center.    The  traction  company  is  bearing  the  expense  of 


12,  191S,  when  a  type  "B"  Erie  shovel  was  put  into  opera- 
tion at  the  westerly  end  of  the  road.  The  excavated  mate- 
rial was  delivered  by  the  shovel  to  dump  wagons  and  dis- 
posed of  to  adjoining  property  owners.  The  teams  used  in 
this  work  were  practically  the  only  ones  used  on  the  entire 
job.  The  cut  made  was  26  ft.  wide,  extending  from  the  street 
car  track  along  the  side  of  the  road  to  the  curb  line  on  the 
opposite  side,  the  depth  varying  from  nothing  to  2  ft.,  the 
average  being  about  1  ft.  Eighteen  days  were  used  in  this 
grading  work,  the  accompanying  table  showing  the  record 
made  by  the  shovel  and  the  teams. 


RECORD  OF  EARTH  EXCAVATION  ON  THE  BUFFALO.  ROAD,  ERIE  COUNTY,  PENNSYLVANIA. 

"B" 


Work  Performed  by  Type 
Date 

Day  (1915)                                       Depth   of  Cut              Notes 

Monday April  12  10" Started    noon 

Tuesday "       13     

Wednesday "       14  ......... 

Thursday "       15     

Friday "       16 

Saturday "       17     

Monday "       19     

Tuesday "       20     

Wednesday "       21     

Thursday "       22    

Friday "       23     

Saturday...- "       24     

Monday "       26     

Tuesday "       27  ......'... 

Wednesday "       28     

Thursday "       29     

Friday "       30     

Saturday May      1 


Erie  Shovel  and  Horse-Drawn,   1%-cu.  yd.  Dump  Wagons. 

IH-cu.  yd.  loads 
moved 

86 

12   to   14" 342 

12  to  14" 2  hrs.  lost  account  water  pipes  (In  road) 246 

16" 447 

18". ; 535 

18" 528 

24" 605 

12" 491 

8" 328 

12  to  18" 458 

12  to  18" 422 

12  to  18" Stopped  2  p.m.  held  up  securing  water 210 

12" 422 

12" 426 

12" 449 

12" 412 

12" 416 

14" 460 


the  construction  of  that  portion  of  the  road  occupied  by  its 
track,  all  of  that  work  having  been  done  by  the  company's 
own  forces  after  the  contractor  had  completed  the  grading. 
The  contract  for  the  remainder  is  held  by  L.  Vincent  Metz, 
of  Erie,  Pa. 

Actual  work  on  the  state  aid  contract  was  started  on  April 


As  soon  as  the  grading  was  completed,  the  traction  com- 
pany commenced  work  on  the  new  railway  track  in  the  center 
of  the  road.  The  track  was  built  by  placing  the  ties  on  the 
completed  subgrade  and  spiking  directly  to  them  S-in.  90-lb. 
T-rails.  The  track  was  then  lined  up  and  wooden  blocks 
placed  under  the  ends  of  each  tie.     The  concrete  foundation 


GRADING  WITH  AN  ERIE  STEAM  SHOVEL  ON  THE  BUFFALO  ROAD  BETWEEN  THE  CITY  OF  ERIE  AND  WESLEY- 
VILLE BOROUGH,  ERIE  COUNTY,  PENN. 


80 


GOOD    ROADS 


August  7,  1915 


tXlXCnETE  MIXIXC5  Pl^NT  USED  BY  THE  TRACTION  COM- 

PANT    FOR    U-^YINa    TRACK     FOUNDATION— ELECTRI- 

CAULT  OPERATED  MIXER  MOUNTED  ON  TRUCKS. 

was  then  placed  by  means  of  an  electrically  driven  concrete 
mixer,  mounted  on  a  truck  as  shown  in  one  of  the  accom- 
panying illustrations.  The  machine  averaged  450  lin.  ft.  per 
day.  each  section  placed  being  8  ft.  wide  and  13  ins.  deep 
from  the  subgrade  to  the  bottom  of  the  ties. 

Meanwhile,  the  contractor  had  made  arrangements  with 
the  street  railway  company  for  use  of  the  abandoned  track 
on  the  south  side  of  the  road.  A  siding  about  1,000  ft.  long 
was  built  from  the  P.  &  E.  Railroad  tracks  to  this  street  car 
track,  and  all  the  material  used  on  the  work  was  hauled 
directly  from  the  cars  to  the  point  where  used  by  means  of 
a  20-ton  industrial  locomotive  and  the  necessary  cars.  The 
cars  of  brick  are  hauled  directly  from  the  trolley  tracks  to 
the  work  and  the  bricks  handled  from  the  cars  to  the  brick- 
layers by  means  of  roller  conveyors,  thus  avoiding  the  cost 
of  unloading  from  the  cars,  hauling  to  the  work  and  piling 
along  the  street.    This  work  was  in  operation  at  the  time 


this  article  was  written,  about  one  mile  of  brick  work  hav- 
ing been  completed  at  that  time. 

The  concrete  foundation  and  curb  were  laid  by  means  of  a 
Koehring  mixer,  equipped  with  a  boom  and  bucket,  mounted 
on  a  flat  car  and  operated  over  the  abandoned  trolley  track. 
as  shown  in  one  of  the  accompanying  illustrations.  Gondola 
cars  carrying  the  gravel  and  sand  for  the  concrete  were 
made  up  in  the  same  train  with  the  mixer  car,  while  the 
cement  was  carried  on  one  end  <of  the  flat  car  used  for  the 
mixer.  Runways  for  bringing  the  material  from  the  one  sand 
and  two  gravel  cars  were  rigged  along  the  sides  of  these 
three  cars.  Nine  men  were  employed  for  charging  the 
mixer,  one  man  to  operate  it  and  four  men  for  handling  the 
material  on  the  road.  The  rate  of  progress  was  about  600 
lin.  ft.  of  S-in.  concrete  foundation,  12  ft.  wide  every  9  hours, 
this  being  the  capacity  of  the  mixer. 

There  are  no  special  features  of  the  drainage  work,  ex- 
cept that  about  1,000  ft.  of  the  drainage  goes  into  the  com- 
bination sanitary  and  storm  sewer  of  the  city  of  Erie. 
House  connections  to  the  sewer  and  water  and  gas  connec- 
tions were  laid  to  each  lot  before  the  construction  of  the 
pavement  was  commenced. 

The  work  is  under  the  direct  supervision  of  T.  C.  Frame, 
Assistant  Engineer  of  the  Pennsylvania  State  Highway  De- 
partment, who  has  charge  of  the  work  in  the  district  in 
which  Erie  County  is  situated.  We  are  indebted  to  Mr., 
Frame  and  to  the  Pennsylvania  State  Highway  Department 
for  our  information  and  for  the  photographs  from  which 
the  accompanying  illustrations  were  made. 


DnrlDK  1914,  66,560  aq.  yds.  of  Pavement  Were  Laid  In  the 
City  of  Waxahachie,  Tex.,  at  a  total  cost  of  about  $120,000, 
according  to  a  recent  report.  Of  the  total  yardage  laid, 
about  18,000  sq.  yds.  were  of  bituminous  concrete; 
about  17,000  sq.  yds.  were  of  brick  and  about  15,000  sq.  yds. 
were  of  plain  concrete.  During  the  current  year  the  city 
will  lay  about  32,000  sq.  yds.  of  pavement  of  bituminous  con- 
crete and  cement  concrete  with  bituminous  topping.  The  total 
cost  of  this  work  will   be  about  |61,000. 


MIXING  AND  LATINO  CONCRETB   FOUNDATION,   BUPFAIiO    ROAD,    BRIE    COUNTY,    PBNN.— SHOWING    KOEHRING 
MIXER  ON  FLAT  CAR.  AND   OTHER   CARS  USED   FOR   MATERIALiS. 


August  7,  1915 


GOOD    ROADS 


81 


Some  Examples  of  Long-Lived  Pavements 

The  word  "permanent"  when  used  to  mean  everlasting  can 
not,  of  course,  be  applied  to  pavements — nor  to  any  engin- 
eering structure.  As  ordinarily  applied  to  roadways,  how- 
ever, the  word  is  used— doubtless  rightly— to  designate  a 
pavement  of  great  durability;  one  that  will  last  with  ordinary 
maintenance  for  a  life-time,  more  or  less.  In  the  accom- 
panying illustrations,  reproduced  from  photographs  furnished 
by  Will  P.  Blair,  Secretary  of  the  National  Paving  Brick 
Manufacturers'  Association,  are  shown  five  pavements,  which, 
using  the  latter  meaning  of  the  word,  can  properly  be  re- 
ferred to  as  "permanent." 

The  illustration  at  the  top  of  this  page  shows  the  south- 
west corner  of  a  public  square  in  the  city  of  Cleveland,  Ohio. 
The  pavement  is  of  Medina  stone  block,  with  cement  filled 
joints.     It  was  laid  in  1901. 

The  lower  left-hand  illustration  on  this  page  is  of  a  por- 
tion of  Linwood  Avenue,  Cleveland,  Ohio.  According  to 
Mr.  Blair,  to  whom  we  are  indebted  for  our  information  as 
well  as  for  the  photographs,  this  pavement,  which  is  of 
brick,  was  laid  in  1905  on  a  sand  cushion  resting  upon  a 
natural  soil  foundation.  The  street  forms  a  drive  through  a 
first-class  residential  district  of  the  city. 

The  illustration  at  the  lower  right-hand  corner  of  the  page 
shows  a  portion  of  Ansel  Road,  which  is  also  in  Cleveland. 
It  skirts  Rockefeller  Park  and  carries  a  variety  of  traffic, 
consisting  of  pleasure  vehicles,  automobile  trucks  and  steel- 
tired  wagons.  The  pavement  is  of  brick,  with  cement-filled 
joints,  laid  in  1907  in  the  same  manner  as  the  pavement  on 
Linwood  Avenue.  There  has  been  no  appreciable  wear  on 
the  street,  it  is  stated. 

The  first  illustration  on  the  next  page  shows  a  portion  of 
Holmden  Avenue,  a  street  traversing  a  thickly  settled  resi- 
dential district  of  Cleveland  and  carrying  not  only  the  traf- 
fic of  the  residents  along  it  but  also  a  considerable  amount 
of  traffic  from  one  portion  of  the  city  to  another.  The  pave- 
ment was  laid  in  1899  upon  a  sand  cushion  resting  upon  a 
natural   soil   foundation,   and  with   cement  filled  joints. 


SOUTHWEST    CORNER    OF    PUBLIC    SQUARE,    CLEVELAND, 

OHIO — MEDINA     STONE     BLOCKS     WITH     CEMENT 

FILLED  JOINTS— LAID  IN  1901. 

Although  these  three  brick  paved  streets — Linwood  Ave- 
nue, Ansel  Road  and  Holmden  Avenue — were  built  without 
artificial  foundation,  the  sand  cushion,  which  did  not  exceed 
Xyi  ins.  in  depth,  resting  upon  the  natural  soil,  neither  Holm- 
den Avenue  nor  Ansel  Road  has  required  any  repairs  due  to 
wear.  The  photographs  show  their  present  condition,  which 
would  indicate  many  more  years  of  service. 

In  the  last  of  the  accompanying  pictures  is  shown  a  part  of 
South  Sixth  Street  in  Terre  Haute,  Ind.  The  pavement  is 
of  small  wire-cut  brick,  laid  on  a  2-in.  sand  cushion  resting 
upon  a  broken  stone  foundation.  It  was  laid  by  contract 
in  1891-92,  and  no  repairs  due  to  wear  have  been  made. 
During  the  life  of  the  pavement  it  has  suffered  two  slight 
ruptures  through  expansion,  and  the  repair  of  these  is  esti- 
mated to  have  cost  about  $200.  No  expansion  joints  were 
provided    when    the    pavement    was    constructed,    and    it    is 


LINWOOD      AVENUE,      CLEVELAND,    OHIO— BRICK 
MBNT  ON  NATURAL  SOIL— LAID  IN  1906. 


PAVE- 


ANSEL  ROAD,    CLEVELAND,    OHIO— BRICK    PAVEMENT    ON 
NATURAL   SOIL— LAID    IN    1907. 


S2 


GOOD    ROADS 


August  7,  1915 


Ht»UMI>EN     AVENUE.     CLEVELu\ND.     OHIO— BRICK     PAVE- 
MENT ON   NATURAL.  SOILi— LAID   IN    1899. 

interesting  to  note  that  the  force  of  the  expansion  has  been 
•officient  to  break  several  pieces  of  curb  along  the  street. 
Another  interesting  fact  in  connection  with  this  street  is 
that  although  at  several  places  the  subgrade  has  settled  on 
account  of  fills  made  during  the  course  of  sewer  construction, 
it  is  stated  that  although  the  street  carries  a  traffic,  on  at 
least  a  portion  of  its  length,  of  more  than  20,000  vehicles 
daily,  the  pavement  surface  has  not  broken  down  over  any 
of  these  settlements. 

It  is  stated  that  each  of  the  streets  mentioned  carries  a 
much  heavier  traffic  than  is  carried  by  any  of  the  streets  in 
cities  of  20,000  population  and  less.  At  the  same  time,  it  is 
pointed  out,  the  streets  were  built  as  cheaply  as  possible. 
without  a  concrete  foundation  in  any  case. 


Convict  Labor  on  Alabama  Roads 

A  comprehensive  description  of  the  results  obtained  by 
the  use  of  convicts  in  road  work  in  Alabama  is  given  in 
Bulletin  No.  9  of  the  State  Highway  Department  entitled 
"Working  Convicts  on  the  Public  Roads  of  Alabama."  It 
is  by  State  Highway  Engineer  W.  S.  Keller  and  is  noted  on 
other  pages  of  this  issue. 

According  to  Mr.  Keller,  the  possibility  of  the  successful 
and  economical  use  of  county  convicts  in  road  work  has 
been  demonstrated  in  Alabama,  particularly  in  Dallas,  Jef- 
ferson, Bullock  and  Houston  Counties,  and  he  holds  that 
if  the  plan  is  satisfactory  in  those  counties  it  will  be  in  all 
others  where  there  is  a  sufficient  number  of  convicts  who 
hare  been  sentenced  to  hard  labor.  Failures,  according  to  Mr. 


Keller,  are  due  to  three  causes:  (1)  Lack  of  sufficient  con- 
victs to  offset  overhead  charges;  (2)  lack  of  system,  and  (3) 
superabundance  of  politics. 

In  considering  the  first  of  these  causes,  Mr.  Keller  dis- 
cusses the  proper  force  to  be  employed  and  compares  its 
cost  of  operation  with  the  cost  of  doing  the  work  with 
free  labor.  A  well  equipped  grading  force,  according  to 
Mr.  Keller,  should  consist  of  10  teams,  with  the  necessary 
tools  and  machinery,  and  a  force  of  23  convicts  as  follows: 
10  drivers,  1  dumper,  1  loader,  1  spreader,  1  plowman,  6 
men  for  clearing  and  grubbing.  1  water  boy,  1  cook  and  1 
cook's  helper.  This  force  will  require  1  superintendent  and 
2  guards  and  an  extra  guard  who  can  be  called  upon  when 
the  division  of  the  work  makes  it  necessary.  The  daily  cost 
of  operation  with  such  a  force  is  given  as  follows: 

Feeding:  and  clothing  23  men,  @  60  cts $13.80 

Feeding  superintendent  and  guards.   @   50  cts 2.00 

Superintendent's    wages 3.00 

Wages  of  three  guards.   @   $1.50 4.50 

Feeding   20   mules,    @   50   cts 10.00 

Incidentals    ' 2.00 

Court     costs 6.00 

Total    $41.30 

The  item  for  court  costs  is  included  in  order  to  cover  the 
cost  imposed  upon  a  prisoner  incident  to  his  trial  and  con- 
viction, which,  if  he  is  unable  to  pay,  must  be  paid  by  the 
county,  the  prisoner  working  it  out  at  the  rate  of  75  cts.  per 
day.  The  cost  of  convict  maintenance  for  feeding  and  cloth- 
ing, which  in  the  above  statement  is  given  at  60  cts.  per  man, 
is  as  low  as  32  cts.  in  some  counties.  The  total  of  $41.30  is 
a  fixed  daily  cost  for  every  day  in  the  month,  and,  figuring 
30  days  to  the   month,  would  amount  to  $1,239.     Assuming 

22  working  days  would  make  the  cost  per  working  day 
$56.32. 

The  daily  cost  of  hired  labor  is  given  by  Mr.  Keller  as 
follows: 

23  laborers,    @    $1.10 $25.30 

Superintendent     3.00 

10   teams,    @    $4.00 40.00 

Total     $68.30 

These  figures  show  that  the  iitilization  of  convicts  effects 
a  saving  of  $11.98  per  day,  or  $263.56  per  month,  on  the 
basis  of  22  working  days. 

It  is  pointed  out  that  reducing  the  number  of  men  re- 
duces the  effectiveness,  since  practically  the  same  equip- 
ment is  required  for  8  or  10  men  as  for  25  and  since  one 
cook  and  camp  man  can  serve  30  men  as  easily  as  10.  The 
salaries  of  the  superintendent  and  guards  and  the  other 
fixed  expenses  of  the  camp  also  increase  proportionately  as 
the  number  of  men  is  decreased. 

In  discussing  the  lack  of  system  as  a  cause  of  failure,  Mr. 
Keller  points  out  the  desirability  of  keeping  a  full  set  of 
books  and  other  records,  and  the  careful  watch  over  the  use 
of  food  and  other  supplies. 

The  principal  point  in  Mr.  Keller's  discussion  of  the  third 
cause  of  failure — politics — is  the  necessity  of  appointing  the 
superintendent  solely  on  the  basis  of  his  fitness  for  the  work 
and  not  because  of  his  political  affiliations. 


BOUTH      SIXTH      STREET,     TERRE      HAUTE,      IND.— BRICK 
PAVEMENT  ON  BROKEN  STONE— LAID  IN  1891-2. 


The  U«e  of  Oil  Mixed  Portland  Cement  Concrete  Is  discussed 
in  a  treatise  by  Director  Logan  Waller  Page  ot  the  U.  S. 
Ofllce  of  Public  Roads,  printed  recently  as  a  bulletin  ot  the 
Department  of  Agriculture.  In  discussing  service  tests,  it 
is  stated  that  this  material  was  used  on  two  bridge  surfaces 
in  the  Borough  of  Richmond,  New  York  City,  In  May,  1910; 
on  about  400  ft.  of  street  laid  In  the  city  of  Washington  In 
1910;  on  about  one-half  mile  of  roadway  laid  in  the  suburbs 
of  Harrlsburg,  Pa.;  on  sections  of  roadway  on  Hillside  Ave., 
.Jamaica,  N.  Y.,  and  on  sections  of  roadway  at  Chevy  Chase, 
Md.  Observations  made  to  date,  according  to  Mr.  Page,  "show 
that  no  apparent  advantage  has  been  gained  in  these  par- 
ticular cases  by  the  addition  of  oil."  In  another  part  of  Mr. 
Page's  article  It  is  stated  that  the  use  of  o'll  mixed  concrete 
should  prove  of  value  for  damp-proofing  concrete  bases  on 
roads  against  the  action  of  ground  water,  which  Is  particularly 
noticeable  in  the  cases  ot  such  road  surfaces  as  asphalt,  bitumi- 
nous concrete,  etc. 


August  7,  1915 


GOOD    ROADS 


83 


Highway  Laws  of  the  United  States 

Digests  of  the  Laws  Governing  the  Administration,  Construction  and  Maintenance  of  Highways 

in  the  Several  States 


In  accordance  with  the  custom  inaugurated  in  1912,  there 
are  printed  on  the  following  pages  brief  digests  of  the  laws 
relating  to  highway  work  in  the  several  states,  in  Alaska 
and  in  the  District  of  Columbia.  As  the  Legislatures  met 
in  the  majority  of  these  states  this  year,  the  digests  vary 
considerably  from  those  printed  last  year. 

ALABAMA 

A  law  creating  the  State  Highway  Commission  and  estab- 
lishing a  fund  for  state  aid  in  the  improvement  of  highways 
was  passed  by  the  Alabama  Legislature  in  1911.  The  com- 
mission consists  of  five  members — the  State  Geologist,  the  Pro- 
fessor of  Engineering  at  the  Alabama  Polytechnic  Institute, 
and  three  men  appointed  by  the  Governor.  A  State  Highway 
Engineer  is  appointed  by  the  commission  and  he  appoints  as- 
sistants and  a  clerical  staff  with  the  approval  of  the  commis- 
sioners. The  State  Highway  Engineer  acts  in  an  advisory 
capacity  for  the  benefit  of  county  and  township  officials  in  all 
matters  pertaining  to  highways. 

The  fund  for  state  aid  amounts  to  ?154,000  annually  and  is 
taken  from  the  convict  fund.  Of  this  expenditure,  $10,000  is 
for  salaries  of  engineers  and  expenses  of  the  commission.  The 
amount  may  be  increased  to  $20,000  if  conditions  warrant  it. 
The  balance  of  the  fund  is  divided  equally  among  the  counties 
of  the  state.  The  law  provides  that  each  county  shall  have 
appropriated  an  amount  equal  to  its  allotment  before  it  is 
eligible  to  state  aid.  Plans  for  highway  work  to  which  state 
money  is  to  be  applied  must  be  approved  by  the  State  Highway 
Engineer,  and  all  state  aid  work  is  supervised  by  him.  The 
annual  allowance  to  each  county  may  be  increased  by  the 
Governor  to  $4,000,  if  the  condition  of  the  treasury  permits  it. 

The  county  is  the  unit  in  highway  work,  and  each  county 
has  its  own  organization.  In  some  counties  the  road  work 
is  in  the  hands  of  county  commissioners  and  in  others  it 
is  controlled  by  boards  of  revenue.  In  both  cases  the  offi- 
cials are  elected  by  the  people  in  November  of  even  years. 
Some  local  laws  provide  for  the  appointment  of  county  engi- 
neers; others   do- not. 

[Note:  The  Alabama  Legislature  reconvened  on  July  13, 
and  at  that  time  it  was  thought  that  some  slight  changes 
might  be  made  in  the  highway  laws.] 

ALASKA 

Road  work  in  Alaska  is  conducted  under  acts  of  Congress 
providing  for  separate  organizations  for  carrying  on  general 
and  local  work.  Formerly  a  road  overseer  was  appointed  in 
each  of  the  several  mining  districts  to  collect  and  direct  the 
expenditure  of  an  authorized  road  tax  of  $8  for  each  able- 
bodied  male  between  the  ages  of  18  and  50  years.  Recent 
legislation  has  abolished  this  tax.  The  construction  and  main- 
tenance of  the  more  important  routes  is  in  charge  of  the  Board 
of  Road  Commissioners  for  Alaska,  consisting  of  three  United 
States  Army  officers.  Funds  for  this  work  are  provided  from 
liquor,  trade  and  occupation  licenses  collected  outside  of  incor- 
porated towns  in  the  territory.  The  Board  of  Road  Commis- 
sioners is  authorized  to  undertake  any  project  on  its  own 
motion,  using  this  fund  to  pay  the  cost.  In  addition  to  this 
fund  appropriations  are  made  from  time  to  time  by  special 
acts  of  Congress  for  specific  work  as  recommended  by  the 
Board. 

ARIZONA 

According  to  the  Arizona  law,  all  highway  and  bridge  work 
participated  In  by  the  state  Is  placed  in  the  hands  of  the  State 
Engineer,  who  Is  appointed  by  the  Governor  with  the  consent 
of  the  Senate.  He  Is  required  to  be  a  competent  civil  engineer 
and  his  duties  include  the  preparation  of  plans  and  specifica- 
tions for  state  highways  and  bridges  and  the  supervision  of 
all  state  work.  -He  is  also  required  to  aid  the  county  superin- 
tendents of  roads  by  giving  advice. 

An  appropriation  of  $250,000  a  year,  raised  by  tax  levies,  is 
made  for  construction.  Of  this  amount  75  per  cent,  is  to  bo 
expended,  in  the  counties  in  which  raised,  under  the  direction 
of  the  county  boards  of  supervisors  and  the  State  Engineer. 
The  remaining  25  per  cent,  is  expended  under  the  direction  of 
the  State  Engineer  and  the  State  Board  of  Control,  which  con- 


sists of  the  Governor,  the  Auditor  and  one  citizen  member  ap- 
pointed by  the  Governor.  All  engineering  expenses  are  also 
paid  out  of  the  26   per  cent,  portion. 

For  the  purpose  of  bridge  construction,  a  county  which  has 
expended  its  state  road  appropriation  may  borrow  from  the 
general  fund  of  the  state  with  the  consent  of  the  Board  of 
Control  an  amount  not  exceeding  $20,000.  This  is  a  loan,  one- 
third  of  which  must  be  returned  to  the  general  fund  out  of  the 
first  money  received  thereafter  to  the  credit  of  the  county's 
portion  of  the  state  road  fund  and  the  balance  in  equal  amounts 
from  the  next  two  years'  apportionment.  A  graded  tax  is 
imposed  on  automobiles  and  the  proceeds  paid  into  the  25  per 
cent,   proportion   of   the   state   road   fund. 

County  work  is  in  the  hands  of  county  boards  of  supervisors 
and  is  paid  for  by  the  proceeds  of  a  tax  levy  which  must  not 
exceed  25  cts.  on  each  $100  valuation  In  the  county.  The  work 
was  formerly  done  under  the  immediate  supervision  of  the 
county  superintendent  of  roads,  an  elective  officer.  An  amend- 
ment to  the  law  passed  last  year  and  taking  effect  Jan.  1,  1915, 
abolishes  this  office  and  provides  that  the  county  board  of 
supervisors  may  appoint  a  county  engineer  at  a  salary  not  over 
$3,000  per  year. 

The  law  also  provides  for  the  use  of  convicts  on  the  roads, 
in  accordance  with  rules  and  regulations  made  by  the  Sitate 
Engineer  and  approved  by  the  State  Board  of  Control.  An 
appropriation  of  $60,000  per  year  is  provided  for  working  pris- 
oners, the  additional  expense  necessary  being  paid  from  the 
counties'  portion  of  the  state  road  fund.  It  is  also  provided 
that  there  be  paid  from  the  prison  fund  into  the  state 
road  fund  in  any  county  where  prisoners  are  employed  an 
amount  equal  to  the  daily  cost  of  clothing  and  subsistence  at 
the  prison  for  each  prisoner  engaged  in  the  work.  The  re- 
mainder of  the  cost  of  prosecuting  convict  work  Is  paid  from 
the  state  road  tax  fund,  the  county  in  which  the  work  is  being 
done  having  to  pay  only  for  necessary  materials. 

A  special  road  district  law  provides  for  the  formation  of  such 
districts  not  exceeding  10  miles  in  length  and  one  mile  in  width. 
Bonds  may  be  issued  by  these  districts  for  the  purpose  of  con- 
structing roads  and  bridges. 

ARKANSAS 

A  law  creating  a  State  Highway  Commission  and  providing 
for   its  maintenance   was  passed  by   the  Legislature   of   1913. 

By  the  terms  of  the  law  the  commission  is  composed  of  the 
Commissioner  of  State  Lands,  Highways  and  Improvements 
(formerly  the  Commissioner  of  State  Lands),  who  is  ex-offlcio 
chairman,  and  two  members  appointed  by  the  Governor  for 
two-year  terms.  The  chairman  appoints  a  State  Highway 
Engineer. 

The  duties  of  the  commission  are  to  advise  local  officials, 
collect  data  and  exercise  a  general  supervision  over  work  In 
some  instances.  The  expenses  of  the  department  are  paid 
from  a  highway  improvement  fund  derived  from  motor  vehicle 
license  fees   and  fees  from   state   lands. 

The  law  provides  for  the  employment  of  convicts  upon  the 
public  roads  and   in   the  preparation   of  road  material. 

Various  special  legislative  acts  affecting  particular  locali- 
ties have  created  a  variety  of  methods  in  the  local  administra- 
tion of  road  work.  The  control  of  highway  work  Is  in  the 
hands  of  County  Judges.  In  general,  the  County  Judges  ap- 
point Road  Commissioners  and  Overseers,  but  they  are  elected 
by  the  voters  of  the  county,  township  or  district  in  many 
cases.  The  general  law  provides  for  a  tax  levy  of  3  mills 
when  voted  by  people  in  each  county. 

All  citizens  are  subject  to  four  days'  labor  or  the  payment 
of  $4.00  in  addition  to  the  3  mills  levied.  A  tax  of  %  mill  is. 
also   voted   In   most   counties   for  bridges. 

The  last  Legislature  passed  several  special  acts  providing 
that  in  place  of  "free  labor"  each  citizen  should  pay  a  per 
capita  tax     f  $3.00. 

Ten  counties  were  also  permitted  to  employ  County  Highway 
Engineers  to  work  in  connection  with  the  state  department. 

Act  338,  the  "Alexander  Bill,"  which  was  passed,  provides  for 
the  formation  of  road  improvement  districts  over  the  entire 
state. 

An  amendment  to  the  constitution  was  provided  for  and  will 
be  voted  on  at  the  next  general  election  which  will  permit 
counties  to  vote  bonds  running  for  a  period  not  exceeding  30 
years. 


84 


GOOD    ROADS 


August  7,  1915 


'  CALirORNlA 

A  Uw  which  created  •  Stmt*  Department  of  Engineering  was 
liiMill  la  Itll  by  the  Lerlalature.  This  law  provides  that  all 
matters  of  state  road  construction  shall  come  under  the  control 
of  this  department,  which  consists  of  an  Advisory  Board  com- 
posed of  the  Governor  as  a  member  and  ex-offlclo  Chairman,  the 
Stat*  Bnclneer,  the  General  Superintendent  of  the  State  Hospital, 
the  CkalmaD  of  the  State  Board  of  Harbor  Commissioners  of 
tea  Francisco  and  three  members  appointed  by  the  Governor. 
Tho  department,  by  and  throuKh  the  Chairman  of  the  Advisory 
Beard,  has  the  power  to  appoint  a  Highway  Engineer  and  Super- 
intaadent.  It  has  charge  of  all  funds  appropriated  by  the  state 
(or  highway  purpose*  and  of  all  state  roads  built  or  being 
boUt  at  the  time  the  law  was  passed  and  of  those  to  be  built 
with  the  proceeds  of  an  {18,000.000  bond  Issue  which  was 
authorised  In  1»09.  An  act  of  the  last  Legislature  provides 
for  •  referendum  vot*  on  the  question  of  a  further  Issue  of 
tlt.M«,e«0  bonda 

Local  road  work  Is  controlled  by  county  supervisors,  five  In 
each  county,  elected  by  vote  of  the  people  In  November  of  even 
year*,  for  terms  of  four  years.  The  people  elect  a  county  sur- 
▼oyer,  who  makes  such  surveys  of  county  roads  and  performs 
■ocb  other  engineering  work  as  the  board  of  supervisors  of  the 
county  may  direct  Taxes,  levied  by  the  supervisors,  are  paid 
In  cash.  Provision  Is  made  by  statute  for  the  Issuing  of  bonds 
and  for  the  permanent  Improvement  of  main  public  highways 
In  a  county,  under  the  Immediate  direction  of  a  county  high- 
way commission,  consisting  of  three  members  appointed  by 
the  board  of  supervisors,  who,  with  the  consent  of  the  board  of 
supervisors,  may  hire  necessary  engineers  and  other  assistants 
and  perform  work  either  on  a  contract  or  day  labor  basis 
and  do  everything  necessary  and  proper  in  the  construction 
of  such  main  public  highway  system. 

COLORADO 

State  highway  work,  according  to  the  provisions  of  a  law 
pa*s*d  In  KIS,  Is  In  the  hands  of  a  State  Highway  Commis- 
sioner and  an  Advisory  Board.  The  Advisory  Board  consists  of 
Ave  members,  one  chosen  from  each  of  five  districts  of  the 
state.  One  member  retires  each  year.  The  State  Highway 
Commissioner  Is  appointed  for  a  four-year  term  and  receives 
a  salary  of  tS.OOO  per  year.  The  Highway  Commissioner  and  the 
Advisory  Board  appoint  a  Secretary,  who  Is  a  civil  engineer 
and  whose  salary  Is  fixed  at  not  exceeding  $2,100  per  year. 
They  also  appoint  such  other  assistants  as  may  be  necessary. 
The  members  of  the  Advisory  Board  serve  without  pay  except 
that  they  are  reimbursed  for  their  actual  and  necessary  ex- 
penses while  employed  in  the  discharge  of  the  duties  of  their 
ofHce.  the  law  providing  that  they  meet  at  the  oflflce  of  the 
State  Highway  Commissioner  at  stated  times. 

The  county  is  the  unit  of  road  work.  In  each  county  three 
county  commissioners  are  elected  by  the  people  for  general 
supervision  over  the  work.  They  are  elected  In  November  of 
even  years,  one  for  four  years  and  two  for  four  years,  alter- 
nately. All  county  commissioners  take  office  on  the  second 
Tuesday  in  January  following  election.  It  is  the  duty  of  the 
county  commissioners  to  do  the  necessary  engineering  work. 
Including  the  preparation  of  plans,  specifications  and  estimates 
of  coats  for  all  work,  on  such  roads  within  their  respective 
counties.  In  accordance  .with  rules  and  regulations  adopted  by 
the  State  Highway  Commissioner  and  Advisory  Board,  and  re- 
port these  to  the  State  Highway  Commissioner  for  approval 
or  modification.  The  county  commissioners  also  have  charge  of 
all  construction  and  maintenance  work  on  state  roads  In  their 
respective  counties,  the  work  being  done  in  accordance  with 
the  rale*  of  the  State  Highway  Commissioner  and  Advisory 
Board,  and  may  employ  competent  engineering  assistants  to 
have  actual  charge  of  this. 

AM  Is  extended  to  the  counties  In  the  construction  of  certain 
road*  which  are  designated  as  state  roads,  the  state  funds 
available  being  apportioned  to  the  counties  by  the  State  High- 
way Commission,  which  In  doing  so  takes  into  consideration 
the  population  and  area  of  each  county,  the  amount  of  money 
expended  by  It  for  road  construction  and  other  factors.  No 
money  may  b^  expended  from  this  fund  within  the  corporate 
limits  of  cities  or  towns,  nor  may  any  sum  be  expended  In  a 
county  where  the  commissioners  do  not  avail  themselves  of  the 
apportionment  by  following  the  procedure  prescribed  by  the 
law.  Seventy-five  per  cent,  of  the  money  available  for  distri- 
bution among  the  counties  must  be  used  In  those  which  have 
provided  for  an  amount  equal  to  that  set  aside  by  the  State 
HiKhway  Commissioner  and  the  Advisory  Board  for  state  road 
work  In  that  county,  except  In  cases  where,  in  the  judgment  of 
the  Slate  Highway  Commissioner  and  the  Advisory  Board,  the 
county  re<|ulres  further  aid.  In  cases  of  this  kind  the  amount 
•nay  b*  Increased  to  not  more  than  five  times  tho  amount 
appropriated   by   the  county.     The  remaining   26   per  cent,   of 


state  funds  available  is  allotted  by  the  State  Highway  Com- 
missioner and  Advisory  Board  to  such  counties  as,  In  their 
Judgment,  are  entitled  to  state  aid  without  a  proportionate 
appropriation  from  the  counties.  The  people  Initiated  and 
voted  a  half-mill  levy  which  becomes  efteetive  In  1916. 

On  or  before  January  1  of  each  year  the  State  Highway  Com- 
missioner must  prepare  and  keep  on  file  a  map  showlnK  the 
roads  of  each  county  In  the  state,  on  which  are  Indicated  the 
roads  which  the  State  Highway  Commissioner  deems  of  suffi- 
cient public  Importance  to  entitle  them  to  state  aid  and  which, 
when  completed,  will  provide  an  adequate  system  of  state 
roads  connecting  various  market  and  business  centers.  It  is 
provided  that  these  roads  be  divided  into  two  classes,  one  in- 
cluding those  of  primary  importance  and  the  other  those  of 
secondary  importance,  and  unless  otherwise  ordered  the  roads 
of  primary  Importance  must  be  constructed   or  improved  first. 

To  provide  for  carrying  out  the  provisions  of  the  law,  there 
is  appropriated  annually  from  money  in  the  state  treasury  not 
otherwise  appropriated  the  sum  of  $15,000.  There  is  also  an 
annual  appropriation  of  not  over  $15,000  for  the  salaries  and 
expenses  of  the  members  and  employes  of  the  State  Highway 
Commission    and    Advisory   Board. 

CONNECTICUT 

By  the  provisions  of  a  law  passed  In  1897  and  subsequent 
amendments,  state  road  work  Is  In  charge  of  a  State  Highway 
Commissioner,  appointed  by  the  Governor,  with  the  consent  of 
the  Senate.  The  commissioner  is  assisted  in  his  duties  by  a 
Deputy  Commissioner,  a  Superintendent  of  Repairs,  seven 
Division  Engineers  and  a  corps  of  Supervisors  of  Repairs.  State 
aid  Is  extended  to  townships  upon  application  by  the  boards 
of  selectmen.  The  plans,  specifications  and  surveys  are  made 
by  the  Division  Engineer  in  whose  teritory  proposed  state  aid 
work  Is  located,  and  the  State  Highway  .Commissioner  deter- 
mines the  material  to  be  used  as  well  as  the  location  of  the 
roads  to  be  built. 

In  all  improvements  costing  more  than  $1,000,  the  work 
is  done  by  contract.  Bids  are  advertised  for  by  the  State  High- 
way Commissioner.  Townships,  as  well  as  individuals  and 
contracting  firms,  may  submit  bids,  and  are  subject  to  the 
same  regulations  as  individuals  and  firms.  A  grand  list  stand- 
ard of  $1,250,000  is  the  basis  upon  which  state  aid  funds  are 
distriblted  among  the  townships.  If  a  township  has  a  grand 
list  which  exceeds  this  amount,  the  state  pays  three-fourths 
of  the  cost  of  state  aid  roads  and  the  township  one-fourth; 
if  the  grand  list  is  less  than  $1,250,000,  the  state  pays  seven- 
eighths  and  the  township  one-eighth.  On  all  main  trunk  lines 
the  state  pays  all  the  cost  of  origlninal  construction  and  subse- 
quent maintenance.  The  state  pays  three-fourths  of  the  cost 
of  maintenance  of  main  roads  other  than  trunk  lines. 

A  town  may  construct  a  section  or  sections  of  highway  under 
authority  from  the  State  Highway  Department  and  in  accord- 
ance with  plans  and  specifications  approved  by  the  department, 
and  may  receive  its  proporton  of  the  cost  from  the  next  appro- 
priation. 

The  General  Assembly  of  1915  passed  an  act  requiring  the 
building  or  reconstruction  of  trunk  line  highway  bridges  of  a 
greater  span  than  35  feet  by  the  state.  If  located  In  a  town  the 
town  shall  reimburse  the  state  for  one-half  of  the  cost;  if 
located  between  towns  such  towns  shall  pay  back  to  the  state 
one-half  of  the  cost  in  proportion  to  their  grand  lists;  if  located 
between  counties  each  county  shall  reimburse  the  state  for  one- 
fourth  of  the  cost.  If  the  tracks  of  an  electric  railway  cross 
any  bridge  so  constructed,  the  cost  shall  be  defrayed  by  the 
company,  the  state  and  the  town  or  towns  or  counties,  each  pay- 
ing one-third. 

Local  road  work  in  the  towns  Is  In  the  hands  of  boards  of 
selectmen.  Each  town  has  three  selectmen,  who  are  elected 
by    the   people   in    October    of  each   year. 

DELAWARE 

Each  of  the  three  counties  of  Delaware  has  a  separate  system 
of  highway  administration.  New  Castle  County  has  a  State 
Highway  Commissioner  and  each  county  has  a  County  Road 
Engineer.  The  control  of  road  matters  is  in  the  hands  of  the 
Levy  Courts,  bodies  of  county  officials  elected  by  the  people. 
Members  of  the  Levy  Courts  serve  four  years.  The  last  election 
was  in  November,  1914.  Members  take  office  on  the  first  Tuesday 
In  January  after  election.  In  Sussex  County  the  Levy  Court 
as  at  present  constituted  will  be  abolished  on' the  first  Tuesday 
in  January,  1917,  and  at  the  general  election  to  be  held  in 
1916  three  members  of  a  new  Levy  Court  will  be  elected  to 
serve  two,  four  and  six  years,  respectively.  Succeeding  mem- 
bers will  he  elected  to  serve  for  six  years.  Road  Supervisors, 
one  in  each  hundred,  in  New  Castle  County,  and  one  from  each 
representative  district  in  Kent  County,  and  Road  Overseers 
in  Sussex  County  are  elected  by  the  Levy  Courts.  The  Levy 
Courts  also  elect  the  County  Road  Engineers.     Taxes  for  work 


August  7,  1915 


GOOD    ROADS 


85 


on  Improved  roads  and  to  meet  bond  issues  are  levied  by  the 
Levy  Courts.  The  taxes  for  common  roads  within  the  boun- 
daries of  the  subdivisions  of  the  counties  known  as  hundreds 
are  also  levied  by  the  Levy  Courts.  The  counties  may  secure 
state  aid  to  the  extent  of  $10,000  each  per  annum,  by  levying  a 
special  tax  on  the  taxpayers  of  the  county  for  a  similar  amount. 


DISTRICT    OF    COLUMBIA 

All  road  and  street  improvement  in  the  District  of  Colum- 
bia is  authorized  by  special  acts  of  Congress.  The  work 
is  under  the  direction  of  the  Engineer  Commissioner,  who 
is  at  the  head  of  the  Engineer  Department.  He  is  an  officer 
of  the  Corps  of  Engineers.  U.  S.  A.  A  subdivision  of  the 
Engineer  Department  called  the  Surface  Division  of  the  En- 
gineer Department,  under  the  direction  of  an  assistant  to  the 
Engineer  Commissioner,  who  is  also  an  officer  of  the  Corps 
of  Engineers,  has  charge  of  the  work.  The  work  of  the  Sur- 
face Division  is  divided  between  five  heads  of  departments, 
namely.  Superintendent  of  Street  Cleaning,  Inspector  of  As- 
phalts and  Cements,  Surveyor,  Superintendent  of  Trees  and 
Parkings,  and  the  Engineer  of  Highways,  the  latter  having 
under  him  the  Superintendent  of  Streets,  the  Superintendent 
of  Suburban  Roads  and  the  Engineer  of  Bridges. 


FLORIDA 

The  general  statutes  of  Florida  provide  that  all  roads  and 
highways  shall  be  constructed  by  the  several  counties  under 
the  supervision  of  County  Commissioners.  There  are  five  com- 
missioners in  each  county.  They  are  elected  by  popular  vote 
for  terms  of  two  years,  elections  being  held  in  November  of 
even  years.  Each  county  is  subdivided  into  road  districts. 
Any  district  may  become  a  special  tax  road  district  if  a  ma- 
jority of  its  voters  so  decide  at  an  election  called  by  the 
County  Commissioners.  The  election  is  called  upon  receipt  of 
a  petition  signed  by  25  per  cent,  of  the  taxpayers  of  the  dis- 
trict. Three  trustees  are  elected  at  the  same  time,  and  they 
make  estimates  of  the  amounts  needed  for  the  next  year  and 
certify  same  to  the  County  Commissioners,  who  levy  the  tax, 
or  provide  for  an  election  at  which  a  bond  issue  is  voted  upon 
by  the  electors  of  the  district.  The  county  commissioners 
award  all  contracts  for  road  and  bridge  construction. 

The  Legislature  of  1915  created  a  State  Road  Department,  con- 
sisting of  five  commissioners,  one  from  each  of  the  four  Con- 
gressional districts  and  one  from  the  state  at  large.  This 
department  is  authorized  to  employ  a  State  Highway  Commis- 
sioner and  assistants  at  salaries  to  be  fixed  by  the  depart- 
ment. 

Ail  boards  of  county  commissioners  are  required  to  file  quar- 
terly reports  with  the  State  Road  Department  of  all  road 
construction  and  disbursements  of  road  and  bridge  funds.  The 
department  is  maintained  by  revenues  derived  from  15  per 
cent,  of  the  license  tax  levied  In  each  county  on  all  motor- 
drawn   vehicles. 

While  the  department  acts  only  in  an  advisory  capacity 
it  is  believed  that  it  will  accomplish  much  good  and  that  its 
powers  will  be  greatly  enlarged  at  the  next  session  of  the 
Iiegislature.  Headquarters  of  the  Florida  State  Roads  Depart- 
ment   will    be    at    Tallahassee,    Florida,    after    October    1,    1915. 


GKORGIA     . 

The  county  is  the  unit  In  road  improvement  in  Georgia.  The 
supervision  of  the  work  Is  in  the  hands  of  County  Commis- 
sioners of  Roads,  three  to  five  in  a  county. 

A  law  passed  by  the  Georgia  Legislature  in  1908  provides 
state  aid  In  the  construction  and  maintenance  of  highways  to 
the  extent  of  authorizing  the  use  of  convict  labor.  Machinery 
and  material  are  also  purchased  by  the  State  Prison  Commis- 
sion. The  counties  pay  the  cost  of  maintenance  of  machinery 
as  well  as  the  expenses  of  any  force  of  convicts  being  worked 
on  their  roads.  A  law  enacted  by  the  last  Legislature  apportions 
the  motor  vehicle  license  fees  among  the  counties  in  proportion 
to  the  rural  postal  route  mileage  in  each. 


IDAHO 

The  Highway  L,aw  as  amended  by  the  Legislature  of  1915 
provides  for  a  State  Highway  Commission  consisting  of  the 
Secretary  of  State,  who  is  ex-offlcio  member  and  secretary  of 
the  commission,  and  two  commissioners  appointed  by  the  Gov- 
ernor to  hold  office  for  two  years.  The  members  of  the  com- 
mission elect  one  of  their  number  chairman.  The  mem- 
bers of  the  commission  serve  without  remuneration,  but 
are  allowed  traveling  expenses.  The  State  Highway  Commis- 
sion appoints  a  State  Highway  Engineer,  who  supervises  the 
location,   construction   and  maintenance  of  all  state   highways. 


The  function  of  the  State  Highway  Commission  Is  to  have 
general  charge  of  the  improvement  of  state  highways  through- 
out the  state.  It  is  authorized  to  make  requisition  upon  the 
Warden  ot  the  State  Penitentiary  for  the  services  of  convicts 
on   state   highways. 

The  law  authorizes  the  State  Highway  Commission  to  pro- 
vide for  a  system  of  state  highways  comprising  main  trunk 
lines  connecting  the  important  trade  centers  and  opening  up 
connections  between  the  large  cities  and  the  remote  sections 
of  the  state. 

All  state  highways  are  to  be  built  by  the  state  by  contract 
and  the  cost  apportioned  as  follows:  One-third  ot  the  cost  of 
construction  to  be  borne  by  the  state  and  two-thirds  by  the 
counties  through  which  the  road  passes. 

Upon  completion,  and  acceptance  by  the  State  Highway  Com- 
mission, all  state  roads  are  maintained  thereafter  by  the 
state  without  further  expense  to  the  county. 

A  fund,  known  as  the  state  highway  fund,  was  created  by  the 
law  of  1913  and  Includes  25  per  cent,  of  the  money  received  for 
the  registration  and  licensing  of  motor  vehicles,  and  of  fines 
and  penalties  collected  for  violation  of  the  provisions  of  the 
law.  These  funds  are  collected  by  county  assessors.  The  re- 
maining 75  per  cent,  accrues  to  the  county  and  shall  be  ap- 
portioned to  the  interest  and  sinking  fund,  any  unexpended 
balance  being  apportioned  to  the  treasurer  of  any  highway  or 
road  district. 

The  general  session  laws  of  1911  provide  for  the  division  of 
the  counties  into  highway  districts.  These  districts  where 
they  have  been  organized  are  the  units  in  highway  work.  Un- 
organized territory  is  under  the  supervision  of  boards  of  county 
commissioners,  three  commissioners  in  each  board.  The  com- 
missioners are  elected  for  terms  of  two  years  in  January  of 
odd  years. 

Districts  are  organized  upon  petition  by  the  residents  of  the 
territory  in  which  such  organization  is  proposed,  confirmed 
by  majority  vote  at  a  special  election.  These  highway  commis- 
sioners, elected  by  the  people  for  terms  of  four  years,  have 
charge  of  all  highways  in  their  respective  districts.  Elections 
are  held  in  November.  The  next  election  at  which  highway 
commissioners  will  be  elected  will  be  held  in  November,  igiS. 
A  presidejit  of  the  board  is  elected  by  the  members  of  the 
board.  The  board  of  highway  commissioners  appoints  a  direc- 
tor of  highways,  who  must  be  an  experienced  road  builder, 
and  he  Inspects  and  oversees  all  work  of  construction,  repair 
and  maintenance.  Road  poll  taxes,  the  amount  of  which  is  de- 
termined by  the  board  of  highway  commissioners,  are  paid  in 
cash,  as  are  all  other  taxes  for  highway  purposes  in  the  state. 

Bonds  may  be  Issued  by  county  or  highway  district  commis- 
sioners upon  a  vote  of  two-thirds  of  the  voters  in  a  county  or 
district.  The  amount  of  the  bonds  must  not  exceed  25  per  cent, 
of  the   assessed   valuation   of   the   property   of  the   district. 

Any  county  voting  a  road  bond  issue  is  entitled  to  receive 
70  per  cent,  of  said  tax  collected  within  its  boundaries,  to  be 
spent  in  connection  with  its  general  road  and  bridge  fund 
under  the  direction  of  its  board  of  county  commissioners.  The 
Legislature  also  authorized  a  state  highway  bond  issue  in  the 
amount  of  $200,000  of  4  per  cent,  bonds,  making  a  total  fund 
for  1913-14  of  about  $230,000. 

ILLINOIS 

Under  the  provisions  of  the  law  enacted  in  1905,  and  subse- 
quent amendments,  state  highway  work  in  Illinois  is  in  the 
hands  of  a  State  Highway  Department  composed  of  the  three 
members  of  the  State  Highway  Commission,  the  Chief  State 
Highway  Engineer,  the  Assistant  State  Highway  Engineer  and 
various  subordinates.  The  members  of  the  State  Highway  Com- 
mission are  appointed  by  the  Governor.  The  law  passed  in 
1913  provided  for  the  appointment  of  the  three  members  of  the 
commission  for  two,  tour  and  six-year  terms,  respectively.  Be- 
ginning March  1,  1916,  one  commissioner  is  to  be  appointed 
every  two  years  for  a  six-year  term.  Their  salaries  are  fixed 
at  $3,500  per  year.  The  Chief  State  Highway  Engineer  and 
Assistant  State  Highway  Engineer  are  appointed  by  the  Gov- 
ernor for  six-year  terms.  Their  salaries  are  $4,000  and  $2,500 
a  year,  respectively.  Each  must  be  a  competent  civil  engineer 
and   experienced  in   highway  construction   and  maintenance. 

The  duties  of  the  commission  Include  the  general  supervision 
of  highway  and  bridge  work  carried  on  wholly  or  in  part  by 
state  money,  the  aiding  of  county  and  town  highway  officials 
in  road  and  bridge  work,  the  approval  of  plans,  estimates,  etc., 
prepared  by  the  State  Engineer,  and  the  general  oversight  ot 
the  road  work  in  the  state.  The  Chief  State  Highway  Engineer 
and  Assistant  State  Highway  Engineer  are  the  executive  agents 
of  the  State  Highway  Commission, 

The  local  units  In  highway  and  bridge  work  In  Illinois  are 
the  counties,  towns  and  road  districts.  There  are  two  forms  of 
county  organization,  in  one  of  which  the  county  is  divided  into 


86 


GOOD    ROADS 


August  7,  1915 


tow».  .nd  th.  other  Into  dlatrct^  Under  both  •y»f"'»  »^^^' 
w^  U  in  th.  hand,  of  board,  of  thre.  highway  commUsloner. 
tallch  town  or  in  each  dl.trlct.  Th«.e  official,  ^re  oi^cieitor 
uA«-7Mr  term,  at  the  AprU  elecUon.  one  commlMloner  being 

"Thr*hlThway""<;rh  in  each  county  i.  in  charge  of  the  county 
eulerlntcndent  of  highway.,  who  act.  under  the  «"P";"  °" 
«f7he  SUle  Highway  Commlwilon  In  the  work  in  which  the 
Mate  take.  part.  Thi.  official  is  appointed  for  a  term  of  six 
Tear,  and  1.  .elected  by  the  county  board  from  a  list  or 
eligible,  returned  by  the  State  Highway  Commission  after  a 
eompeUtlve  •xamlnation  of  candidate,  .ubmltted  by  the  county 

State  aid  I.  extended  by  the  .Ute  to  the  extent  of  half  the 
coat  of  the  improvement,  the  county  or  counties  in  which  the 
road  1.  located  paying  the  other  half.  Roads  built  In  this  man- 
ner are  designated  a.  state  aid  roadi  The  contracts  for  their 
con.truction  are  awarded  by  the  State  Highway  Commission 
after  adYertUement  and  they  are  repaired  and  maintained 
under  the  direction  of  the  State  Highway  Commission  and  the 
coat  paid  out  of  the  state  road  and  bridge  fund.  The  1916 
legislature  .o  amended  the  law  that  when  brick  or  concrete 
road,  are  built  the  .tate  pays  the  whole  cost  of  maintenance: 
when  gravel  or  macadam  roads  are  built  the  state  and  county 
e«ch  pay  half  the  cost  of  maintenance,  and  when  the  earth 
road,  are  built  the  county  pays  the  entire  cost  of  maintenance. 
The  Uw  authorises  the  State  Highway  Commission  to  purchase 
the  neceMary  tools,  machinery,  supplies  and  materials  and 
labor  neceaaary  for  this  work. 

The  highway,  to  be  improved  are  selected  by  the  County 
Board,  of  Supervisors  In  counties  under  township  organization 
or  by  the  boards  of  county  commissioners  in  counties  not 
under  township  organisation,  subject  to  the  approval  of  the 
State  Highway  Commlsson.  These,  according  to  the  law,  must 
be  laid  out  M  a.  to  make  through  roads  between  the  various 
citle.  and  trading  points  of  the  different  counties. 

Bridge,  may  be  built  In  towns  or  road  districts  by  the  county 
board,  at  the  entire  expense  of  the  county.  Such  bridges  must 
be  bnllt  In  accordance  with  plans  and  specifications  prepared 
by  the  county  superintendent  of  highways,  subject  to  the  ap- 
proval of  the  State  Highway  Engineer.  The  law  also  provides 
for  a  general  tax  levy  for  road  and  bridge  purposes  laid  by  the 
county.  It  Is  provided  that  the  rate  for  road  and  bridge  pur- 
poM.  must  not  exceed  81  cts.  on  each  »100  valuation  In  any 
town  or  district.  It  also  provides  that  bonds  may  be  Issued 
by  a  vote  of  a  special  town  or  district  meeting  to  raise 
money  for  the  construction  of  bridges.  Another  provision 
authorise,  the  laying  of  a  town  or  road  district  tax  not  exceed- 
ing »1  on  each  $100  of  assessed  valuation  for  the  purpose  of 
maintaining  or  building  macadam,  rock  or  other  hard  roads. 
Bonds  may  also  be  Issued  for  this  purpose. 

The  law  alw>  provide,  that  any  township  or  road  district 
through  the  proper  procedure,  as  prescribed  by  the  law,  may 
vote  to  substitute  a  single  highway  commissioner,  for  the 
board  of  three. 


IOWA 

The  law  provide,  for  a  State  Highway  Commission  of  three 
member.,  having  broad  powers.  Two  members  of  the  com- 
mlsalon  are  appointed  by  the  Governor  frdm  different  political 
parties,  while  a  third  member  is  the  Dean  of  Engineering  at 
the  Iowa  State  College.  All  are  under  bond.  The  executive 
officer  of  the  commission  Is  the  Highway  Engineer,  and  the 
department  la  divided  Into  three  divisions — Bridge,  Road,  and 
Administration — each  In  charge  of  a  chief.  The  road  and 
bridge  work  of  the  commission  Is  In  Immediate  charge  of  Ave 
Division  Engineer,  covering  the  whole  state  and  reporting  to 
the  Road  and  Bridge  Engineers  In  charge  of  the  Road  and 
Bridge   Divisions. 

The  Highway  Commission  Is  charged  with  the  supervision 
of  the  road  and  bridge  work  of  the  state,  this  work  being 
nnder  the  direct  charge  of  county  and  township  officers  assisted 
by  County  Engineers,  appointed  by  the  Supervisors  of  each 
county.  The  township  officials  have  charge  of  the  construction 
and  maintenance  of  the  township  road  system.  The  county 
official,  have  charge  of  the  construction  of  all  bridges  and 
culvert,  and  of  the  county  road  system,  which  comprises  those 
road,  not  Included  In  the  township  system.  These  roads  con- 
nect principal  trading  points,  the  roads  in  each  county  being 
M>  laid  out  a.  to  form  a  .tate  system. 

All  bridge  and  culvert  work  must  be  done  In  accordance 
with  standard,  provided  by  the  State  Highway  Commission 
and  all  contracts  for  single  structures  costing  over  $2,000  must 
be  approved  by  the  Highway  Commission.  All  plans  for  per- 
manent road  grading,  drainage  and  surfacing  must  be  ap- 
provad  by  the  comml..loD. 

Tl>«  law  aUo  provide,  for  the  levying  of  a  l-mlU  township 


tax  to  be  used  for  road  dragging  and  requires  that  90  per 
cent,  of  automobile  license  fees  shall  be  apportioned  to  the 
countle.. 

INDIANA 

By  the  provisions  of  the  general  statutes  highway  construc- 
tion and  maintenance  are  in  the  hands  of  county  commission- 
ers, three  in  each  county,  there  being  no  state  supervision. 
The  commissioners  are  elected  by  the  people  at  elections  held 
In  November  of  each  year.  One  commissioner  is  elected  for 
a  term  of  three  years  at  each  election.  Boards  of  township 
trustees,  elected  in  November  for  terms  of  four  years,  divide 
the  townships  into  road  districts  and  a  supervisor  Is  elected 
for  a  term  of  two  years  in  each  district  In  December  of  odd 
years.  All  repairs  are  under  the  care  of  supervisors.  The 
county  commissioners  lay  out  and  construct  and  otherwise 
Improve  roads  upon  receipt  of  a  petition  signed  by  a  majority 
of  landowners  whose  properties  lie  within  one  mile  of  the  pro- 
posed Improvement.  Three  disinterested  viewers  and  a  sur- 
veyor are  appointed  by  the  commissioners  to  examine  the  sue 
of  any  proposed  improvement  and  the  action  of  the  commis- 
sion is  based  upon  their  report.  After  an  Improvement  has 
been  authorized  by  the  county  commissioners,  a  superintendent 
of  construction  Is  appointed  for  that  particular  operation.  The 
costs  of  such  work  are  paid  from  funds  secured  from  taxes  In 
the  township  In  which  work  is  done.  The  work  Is  done  by  con- 
tract, bids  being  received  by  the  superintendent  of  construc- 
tion. Special  elections  may  be  called  by  the  county  commis- 
sioners for  voting  bridge  or  highway  bonds.  Special  provision 
Is  made  for  the  maintenance  of  roads  which  are  rural  mail 
routes,  in  the  shape  of  a  fund  In  the  hands  of  the  township 
trustees. 

KANSAS 

A  law  passed  in  1911  authorized  the  Board  of  Regents  of  the 
Kansas  State  Agricultural  College  to  appoint  a  State  Engineer 
of  Highways  and  Bridges  and  authorized  this  official  to  act 
in  an  advisory  capacity  to  local  officials  upon  their  request. 
The  salaries  and  expenses  of  the  State  Engineer  and  his  as- 
sistants are  provided  for  from  the  appropriation  of  the  college. 
The  administration  of  road  work  is  in  the  hands  of  county 
commissioners  and  township  commissioners.  There  are  three 
county  commissioners  in  each  county  who  are  elected  for  four- 
year  terms.  Township  commissioners  are  elected  for  two-year 
terms;  elections  are  held  in  November  of  odd  years.  County 
engineers,  appointed  by  the  county  commissioners,  supervlsei 
county   road  and   bridge  work. 

The  law  requires  the  county  commissioners  of  each  county 
to  classify  the  public  highways  within  the  county  according  to 
their  relative  Importance  as  county  roads,  mall  route  roads 
and  township  roads,  the  county  roads  to  be  the  highways  con- 
necting the  cities  and  market  centers,  the  mail  routes  the  high- 
ways used  for  the  postal  service  and  not  classified  as  county 
roads  and  all  other  roads  to  be  township  roads.  It  Is  provided 
that  the  county  roads  In  adjoining  counties  shall  be  as  nearly 
continuous  as  possible.  County  roads  are  constructed  and 
maintained  at  general  county  expense  under  the  direction  of 
the  county  commissioners  and  the  county  engineer.  The  mall 
routes  and  township  roads  are  constructed  and  maintained  at 
township  expense  under  the  direction  of  the  township  commis- 
sioners  and    the    county   engineer. 

A  road  tax  of  one  mill  on  the  dollar  on  all  taxable  property 
in  the  county  may  be  levied  annually  by  the  county  commis- 
sioners for  work  on  county  roads.  Mail  routes  and  township 
roads  are  paid  for  by  the  proceeds  of  a  levy  not  exceeding  3 
mills.  Bridges  costing  more  than  $200  are  built  at  the  expense 
of  the  county.  A  few  counties  In  the  state  work  under  special 
acts  of  the  Legislature  authorizing  the  formation  of  road  dis- 
tricts. Special  acts  of  the  Legislature  are  now  prohibited  by 
a  constitutional   amendment. 

The  1913  Legislature  enacted  a  motor  registration  law  under 
which  an  annual  fee  of  $5.00  Is  collected  for  each  automobile 
and  an  annual  fee  of  $2.00  for  each  motorcycle.  These  fees 
are  collected  by  the  county  treasurer;  75  cents  from  each  auto- 
mobile fee  and  50  cents  from  each  motorcycle  fee  Is  turned 
over  to  the  Secretary  of  State  to  pay  for  registration  and  for 
license  plates.  The  remainder  constitutes  a  special  fund  in 
each  county  which  must  be  used  only  for  the  maintenance  of 
county  roads.  Maintenance  has  been  held  by  the  Attorney 
General  as  dragging  and  slight  repairs  only.  The  1913  Legis- 
lature also  enacted  a  mandatory  drag  law. 

KENTUCKY 

The  Legislature  of  1912  provided  for  the  appointment  of  a 
Commissioner  of  Public  Roads  by  the  Governor  on  or  before 
July  1,  1912,  and  every  four  years  thereafter,  to  act  in  the 
capacity  of  an  advisor  to  local  authorities.     The  law  also  prq> 


August  7,  1915 


GOOD    ROADS 


87 


vided  for  the  appointment  of  such  engineering,  clerical  and 
stenographic  assistants  as  might  be  required  and  provided  for 
the  setting  aside  of  the  funds  derived  from  license  taxes  on 
motor-driven  vehicles  as  a  state  road  fund.  Prom  this  fund 
$25,000  annually  is  appropriated  to  pay  the  expenses  of  the 
Department  of  Public  Roads. 

Highway  work  in  the  state  is  in  charge  of  county  fiscal 
courts,  each  court  consisting  of  the  county  judge  and  from 
five  to  eight  justices  of  the  peace  from  different  sections  of 
the  county.  Members  of  the  fiscal  court  are  elected  b.v  popular 
vote — county  judges  for  four-year  terms.  The  last  election 
was  In  November,  1913.  Under  the  provisions  of  the  1912  law 
the  direct  charge  of  road  work  in  the  counties  was  placed  in 
the  hands  of  county  road  engineers.  It  was  provided  that 
these  officers  should  be  appointed  by  the  county  judges  with 
the  consent  of  the  fiscal  courts,  appointments  to  be  made  in 
October,  1912,  and  every  two  years  thereafter.  It  was  also 
specified  in  the  law  that  candidates  for  the  office  of  county 
engineer  must  pass  an  examination  conducted  by  the  State 
Commissioner  of  Public  Roads. 

The  1914  session  of  the  Kentucky  Legislature  passed  several 
bills  affecting  the  administration  of  road  affairs  in  the  state. 
These   bills   are   as   follows: 

A  bill  amending  the  road  law  to  make  it  optional  instead 
of  mandatory  upon  the  fiscal  court  of  any  county  to  employ 
a  county  road  engineer. 

A  bill  providing  for  the  establishment  of  a  state  aid  fund 
by  a  levy  of  5  cents  on  each  $100  valuation  to  provide  for  a 
system  of  state  roads.  By  the  terms  of  this  bill  a  county 
applying  for  state  aid  must  appropriate  a  sum  equal  to  the 
amount  apportioned  to  it  by  the  state,  and  it  is  further  pro- 
vided that  the  work  must  be  done  under  the  direction  of  the 
State   Commissioner  of  Public  Roads. 

A  bill  defining  an  Intercounty  seat  system  of  highways  and 
declaring   the  public  highways  to  be  public  works. 

A  bill  calling  for  a  vote  on  a  constitutional  amendment 
permitting  the  working  of  convicts  on   the  public  roads. 


liOUISIANA 

A  legislative  act  passed  in  1910  established  state  aid  and 
placed  the  administration  of  state  road  work  in  the  hands  of 
the  State  Board  of  Engineers.  A  State  Highway  Engineer, 
appointed  by  the  State  Board  of  Engineers  at  a  maximum  an- 
nual salary  of  $5,000,  has  active  charge  of  the  work.  The  funds 
for  carrying  out  the  provisions  of  the  state  aid  law  are  derived 
from  the  surplus  revenues  of  the  Oyster  Commission  of  Louis- 
iana and  the  Commissioners  for  the  Protection  of  Birds,  Game 
and  Fish,  the  proceeds  of  a  tax  of  %  mill  levied  on  all  taxable 
property,  which  amounts  to  about  $130,000  annually,  and  all 
vehicle  taxes  eligible  for  that  purpose.  The  money  from  these 
sources  and  any  money  received  under  dedication  are  deposited 
in  the  state  treasury  and  designated  a  state  highway  fund- 
The  money  is  distributed  among  the  parishes  or  towns  of  the 
state  as  application  is  made,  but  with  a  limitation  to  $50,000 
to  any  one  parish  in  any  calendar  year.  The  total  cost  of  all 
road  work  done  under  the  state  aid  act  is  paid  by  the  State 
Treasurer  from  the  state  highway  fund,  and  a  refund  of  at 
least  one-half  is  made  by  the  town  or  parish  in  which  the 
work  is  done.  Convicts  are  worked  upon  public  roads  without 
cost  other  than  their  maintenance. 

The  laws  of  Louisiana  provide  that"  the  work  of  improving 
and  maintaining  roads  shall  be  directed  by  parish  officials 
known  as  Police  Juries,  with  the  cooperation  of  the  highway 
department.  The  members  of  these  juries  are  elected  by  the 
people  and  serve  four  years.  The  last  election  was  held  in 
January,   1912. 


MAINB 

State  aid  was  inaugurated  in  1907  by  the  passage  of  a  law 
establishing  a  State  Highway  Department,  the  chief  offfcer  of 
which  was  the  State  Highway  Commissioner.  The  law  was 
amended  In  1909,  and  in  1913  a  law  was  passed  substituting  a 
commission  of  three  members  and  providing  for  an  Issue  of 
state  highway  bonds.  The  1913  law  is  the  one  under  which  the 
state  operates  at  present. 

Under  this  act  the  State  Highway  Commission,  with  the 
approval  of  the  Governor  and  Council,  appoint  a  Chief  Engi- 
neer, upon  terms  to  be  fixed  from  time  to  time  by  the  commis- 
sion, subject  to  the  approval  of  the  Governor  and  Council. 
The  Chief  Engineer,  under  the  direction  and  control  of  the 
commission,  has  general  charge  of  the  oflBce,  the  records  and 
all  construction  and  maintenance  work;  and  may,  with  the 
approval  of  the  commission,  employ  such  engineers,  super- 
visors, assistants  and  help  as  he  may  deem  necessary. 

The    commi.ssion    is    charged    with    the    work    of    L.ying    out. 


constructing  and  maintaining  a  system  of  state  and  state  aid 
highways.  The  state  highways  are  to  be  constructed  wholly 
by  the  state  from  the  bond  issue  and  the  state  aid  highways  by 
the  state  and  municipalities  jointly.  Both  classes  of  highways 
are  to  be  maintained  under  the  direction  of  the  commission, 
the  cost  to  be  borne  jointly  by  the  state  and  municipalities. 
The  charge  against  the  municipalities  for  maintenance  of  state 
highways  is  $60  per  mile  per  annum;  for  state  aid  highways 
it  Is  one-half  the  actual  expense  up  to  $30  per  mile  per  annum. 

The  commission  has  full  power  in  the  letting  of  all  contracts 
for  the  construction  of  all  state  and  state  aid  highways.  The 
commission  may  make  contracts  with  towns  for  the  construc- 
tion of  state  aid  roads  without  advertising  for  bids. 

Towns  may  make  the  following  appropriations  and  apply  for 
state  aid:  Towns  having  a  valuation  of  $200,000  or  less  may 
appropriate  any  amount  not  exceeding  $300;  towns  having  a 
valuation  of  over  $200,000,  and  not  over  $800,000  may  appro- 
priate any  amount  not  exceeding  $533;  towns  having  a  valua- 
tion of  over  $800,000  and  not  over  $1,000,000  may  appropriate 
an  amount  not  exceeding  $600;  towns  having  a  valuation  of 
over  $1,000,000  and  not  over  $3,000,000  may  appropriate.  In  ad- 
dition to  the  sum  of  $600,  a  sum  of  $66  for  each  $200,000  or 
fraction* thereof  valuation  In  excess  of  $1,000,000;  towns  having 
a  valuation  of  over  $3,000,000  and  not  over  $4,000,000  may  ap- 
propriate not  exceeding  $1,333,  and  towns  having  a  valuation 
of  over  $4,000,000  may  appropriate,  in  addition  to  the  sum  of 
$1,333,  a  sum  not  exceeding  $133  for  each  additional  $1,000,000 
of  valuation. 

The  commission  apportions  the  state  aid  funds  among  the 
towns  which  have  conformed  to  the  provisions  of  the  act  as 
follows:  To  each  town  having  a  valuation  of  $200,000  or  less, 
$2  for  each  dollar  appropriated  by  the  town;  to  each  town 
having  a  valuation  over  $200,000  and  not  over  $1,000,000,  $1  for 
each  dollar  appropriated  by  the  town;  to  each  town  having  a 
valuation  of  over  $1,0000,000  and  not  over  $1,200,000,  92  cents 
for  each  dollar  appropriated  by  the  town;  to  each  town  having 
a  valuation  over  $1,200,000  and  not  over  $1,400,000,  85  cents  for 
each  dollar  appropriated  by  the  town;  to  each  town  having  a 
valuation  over  $1,400,000  and  not  over  $1,600,000,  80  cents  for 
each  dollar  appropriated  by  the  town,  and  to  each  town  having 
a  valuation  of  over  $1,600,000,  75  cents  for  each  dollar  appro- 
priated by  the  town.  The  money  appropriated  by  towns  apply- 
ing for  state  aid  and  the  amount  apportioned  by  the  commis- 
sion constitute  a  joint  fund  for  the  construction  and  improve- 
ment of   the   state-aid   highways   in   such   towns. 

Between  July  15  and  August  15  of  each  year,  municipal  offi- 
cers prepare  and  file  with  the  commission  suggestions  for  the 
improvement  during  the  next  calendar  year  of  state  aid  high- 
ways located  in  each  town,  accompanied  by  plans  so  far  as 
practicable,  setting  forth  the  location  of  the  highways  and  the 
nature  of  the  improvements  desired.  The  commission  examines 
these  and  reports  on  them,  with  its  recommendations,  to  the 
municipal  officers  on  or  before  Feb.  20,  following.  These  re- 
ports are  submitted  to  the  voters  of  the  towns  at  the  next 
regular  meeting. 

To  provide  funds  for  the  construction  of  state  aid  highways, 
$300,000  is  appropriated  annually.  To  provide  for  the  adminis- 
tration of  the  office  and  duties  of  the  commission  and  for  all 
expenditures,  salaries  and  expenses  incident  thereto,  and  for 
the  maintenance  of  all  state  and  state  aid  highways  $50,000 
is  appropriated  annually.  For  the  construction  of  the  state 
roads  the  Treasurer  of  State  is  authorized,  under  the  direction 
of  the  Governor  and  Council,  to  Issue  from  time  to  time  serial 
coupon  bonds,  not  exceeding  $2,000,000  in  amount  outstanding 
at  any  one  time,  payable  at  the  State  Treasury  within  41  years 
from  the  date  of  Issue,  the  Interest  on  the  bond  issue  and  re- 
tirement of  bonds  to  be  provided  for  from  the  automobile 
license  fees.  Not  more  than  $500,000  of  bonds  may  be  Issued 
In  any  one  year. 

The  fund  for  maintenance  and  administration  is  augmented 
each  year  by  the  balance  remaining  on  Dec.  31  in  the  appro- 
priation for  state  aid  highways;  that  Is,  so  much  of  the  state's 
appropriation  for  this  purpose  as  has  not  been  apportioned 
to  municipalities  on  account  of  state  aid  Is  automatically 
carried  into  the  fund  for  administration  and  maintenance  for 
the  succeeding  year.  This  fund  is  further  augmented  by  the 
balance  remaining  in  the  fund  created  by  the  licensing  of  auto- 
mobiles after  providing  for  the  payment  of  interest  on  the 
bonds  issued  and  a  sinking  fund  for  the  retirement  of  bonds. 


MARYLAND 

By  virtue  of  a  law  passed  in  1908,  the  administration  of 
state  highway  work  Is  In  the  hands  of  a  State  Roads  Commis- 
sion which  consists  of  the  Governor,  ex-offlcio,  and  five  citizens 
appointed    by    him.      The    preparation    of    plans,    specifications, 


GOOD    ROADS 


August  7,  1915 


•le^  la  IB  Um  hands  of  a  Chief  BngrinMr,  amployed  by  the 
foiwl— tea. 

Local  r«ad  work  la  under  the  supervision  of  boards  of  county 
conmlaalooers  elected  by  the  people.  Election  dates  and  terms 
of  once  Tary  in  different  countlea.  The  number  in  each  county 
▼•liea  from  three  to  seven. 

OBder  an  act  passed  by  the  Leclslature  In  1904,  the  sum  of 
UM.M*  Is  appropriated  annually  to  be  distributed  among  the 
eouBtlas  In  proportion  to  their  road  mllease.  The  county  pays 
for  the  construction  of  state  aid  roads  and  collects  a  refund  of 
eoe-balf  the  cost  from  the  state  after  the  completion  of  the 
work. 

By  the  provisions  of  a  law  establishing  a  fund  for  the  con- 
struction of  state  roads  as  distinguished  from  tlie  state  aid 
roads,  the  sum  of  tlS, 600,000  has  been  appropriated.  Of  this  a 
sum  not  to  exceed  t4.4OO.O0O  Is  speciflcally  provided  for  ex- 
penditure within  the  limits  of  the  city  of  Baltimore;  the  con- 
struction of  certain  inter-county  bridges  has  been  designated 
and  a  special  appropriation,  amounting  to  date  to  $450,000 
has  been  made  for  improving  the  old  turnpilce  between  Balti- 
more and  Washington.  The  special  sums  designated  aggregate 
approximately  tl,S00.000.  The  law  authorises  the  distribution  of 
the  balance  of  the  appropriation  among  the  counties,  accord- 
IBK  to  their  road  mileage.  The  commission  has  selected  about 
l.»0«  miles  to  form  the  state  road  system.  The  total  cost  of 
this  work  Is  paid  by  the  state.  The  annual  expenditure  for 
state  road  construction  as  distinguished  from  state  aid  worlt 
la  limited  to  »1.000,000  and  the  commission  Is  required  to  com- 
plete all  the  work  laid  out  by  July   1,  1918. 

The  net  revenue  from  automobile  licenses  is  set  aside  as  a 
Biaintenance  fund  for  highway  purposes;  one-fifth  of  this  fund 
is  turned  over  to  the  city  of  Baltimore.  The  remaining  four- 
flftbs  are  divided  between  the  State  Roads  Commission  and  the 
various  counties,  in  proportion  to  the  mileage  of  state  or  state 
aid  roads  completed  up  to  April  1st  of  each  year. 


IIASS.^CHVSETTS 

Laws  paaaed  by  the  L.eglslature  in  1893  place  the  supervision 
of  state  highway  work  In  the  hands  of  a  State  Highway  Com- 
mlaalon  consisting  of  three  members  appointed  by  the  Governor 
with  the  advice  of  the  Council  to  serve  for  a  term  of  three 
years.  One  of  the  commissioners  is  designated  as  chairman. 
H*  receives  an  annual  salary  of  $5,000.  and  the  other  commis- 
sioners receive  $4,000.  A  chief  engineer  is  appointed  by  the 
commissioners. 

The  duties  of  the  commission  with  relation  to  highways  are 
to  collect  statistics  as  to  road  materials,  to  make  maps,  name 
hlghwaya,  give  advice  to  local  road  authorities,  and  to  lay  out 
and  construct  state  highways  and  certain  town  roads. 

In  addition  to  Its  highway  duties  the  commission  controls 
the  registration  of  motor  vehicles  and  the  licensing  of  operators. 

The  highways  of  Massachusetts  are  divided  into  three  classes: 
State,  county  and  city  or  town  highways.  County,  city  and 
town  highways  are  cared  for  by  municipal  authorities,  street 
superintendents,  road  superintendents  and  highway  surveyors, 
on*  to  each  town  or  municipality.  These  officials  are  usually 
apiKtinted  by  mayors  of  cities  or  by  the  selectmen  of  towns. 
Purchasing  power  outside  of  cities  Is  in  the  hands  of  select- 
men, three  to  each  town,  elected  by  vote  of  the  people  on  the 
nrst  Monday  in  March  of  each  year.  They  take  office  imme- 
diately: term  of  office  is  one  year.  Appropriations  for  con- 
struction and  maintenance  are  made  by  the  city  government 
or  at  town  meetings.  County  commissioners,  acting  upon 
petition,  may  lay  out  new  roads  or  make  specific  improvements 
upon  existing  highways.  They  have  authority  to  direct  a  town 
or  city  to  make  specific  improvements  or  may  make  the  re- 
pairs themselves  and  determine  what  portion  of  the  cost  shall 
be  paid  by  the  municipality  benefited. 

Since  1894  state  highways  have  been  built  at  the  expense 
of  the  state  from  the  proceeds  of  bond  Issues.  The  roads  are 
built  upon  petition  by  town,  city  or  county  authorities.  The 
state  maintains  such  roads  and  has  complete  Jurisdiction  over 
them.  The  State  Highway  Commission  may  expend  15  per  cent. 
of  the  amount  appropriated  for  state  highway  construction  on 
town  roads  as  follows:  Five  per  cent.  In  towns  of  less  than 
fl.OM.OOO  valuation,  upon  petition,  the  town  making  no  con- 
tribution: 6  per  cent,  in  towns  of  less  than  $1,000,000  valuation, 
upon  petition,  the  town  contributing  an  equal  amount;  and  5 
per  cent.  In  towns  of  more  than  $1,000,000  valuation,  upon  peti- 
tion, the  town  contributing  an  equal  amount.  The  towns  main- 
lain  these  roads. 

The  net  proceeds  of  automobile  licenses  and  fines  go  toward 
the  repair  and  maintenance  of  roads,  80  per  cent,  for  state 
roads  and  JO  per  cent,  for  roads  connecting  towns  or  cities. 

The  last  Legislature  passed  a  bill  creating  a  commission  to 
report  a  codification  of  the  highway  laws  together  with  any 
recommendation   relative   to  changes   In   existing   laws   to   the 


next  Legislature.  The  commission  is  to  consist  of  the  three 
members  of  the  State  Highway  Commission  and  three  county 
commissions  and  one  layman  to  be  appointed  by  the  Governor. 


MICHIG.\N 

Under  the  highway  law  now  in  force,  the  state's  participation 
in  road  work  Is  in  charge  of  the  State  Highway  Commissioner. 
The  commissioner  is  elected  by  the  people  for  a  term  of  four 
years  and  the  salary  Is  fixed  at  $3,500  per  year.  He  Is  em- 
powered to  appoint  two  deputies  at  $2,500  per  year  each  and 
may  employ  such  other  assistants  as  are  necessary.  The  duties 
of  the  Highway  Commissioner  are  to  give  instruction  and  ad- 
vice to  local  authorities,  furnish  plans  and  speciflcations  for 
highway  work,  supervise  the  distribution  of  state  aid  by  means 
of  the  state  rewards  and  supervise  such  work  in  connection 
with  the  state  trunk  line  system  as  is  prescribed  by  law. 

The  local  units  of  road  work  are  the  township,  the  district 
and  the  county.  In  counties  where  the  township  system  is 
operative,  road  work  is  in  charge  of  a  township  highway  com- 
missioner, acting  under  the  supervision  of  the  township  board. 
Road  districts  may  be  formed  by  any  combination  of  town- 
ships, villages  or  cities  forming  a  continuous  area  in  any 
county,  and  in  such  districts  the  road  work  is  In  charge  of  a 
body  known  as  the  board  of  good  roads  commissioners,  con- 
sisting of  one  member  from  each  township,  incorporated  vil- 
lage or  city  included  in  the  district.  Under  the  county  sys- 
tem the  work  is  in  charge  of  a  board  of- county  road  commis- 
sioners, not  exceeding  three  in  number.  County  commissioners 
are  elected  for  two,  four  or  six  years,  depending  upon  the  de- 
cision of  the  board  of  supervisors  whether  there  shall  be  one, 
two  or  three  commissioners.  Elections  are  held  biennially. 
Each  county. is  required  to  employ  a  county  road  engineer. 

State  aid  is  extended  in  the  form  of  rewards  paid  to  local 
authorities  for  each  mile  of  road  constructed  in  accordance 
with  the  standards  of  the  State  Highway  Department,  the 
amount  paid  varying  with  the  kind  of  road.  There  are  seven 
classes  of  road,  varying  from  earth  roads  of  a  certain  standard 
to  brick  or  concrete  paved  roads.  The  rewards  vary  from  $250 
to  $1,000  per  mile.  No  one  surveyed  township  is  allowed  re- 
wards on  more  than  four  miles  of  road  in  any  one  year,  except 
that  in  certain  cases  a  township  may  be  credited  with  the 
amount  and  may  draw  the  money  called  in,  as  available,  until 
It  has  been  paid.  Certain  money  is  also  paid  to  towns  so 
reconstructing  or  repairing  a  road  as  to  raise  it  from  one  class 
to  another.  The  law  also  provides  that  on  or  before  Dec.  1  of 
each  year  a  portion  of  the  appropriations  for  state  highway 
purposes  equal  to  2  per  cent,  of  the  total  state  rewards  that 
have  been  paid  at  that  time  shall  be  credited  to  a  repair  fund 
which  shall  be  paid  out  after  Dec.  1  of  each  year  tor  repairs 
on  state  roads  In  the  same  manner  as  the  rewards  are  paid. 

The  employment  of  county  prisoners  upon  county  highways 
Is  permitted  under  certain  conditions,  and  state  convicts  may 
be   used  in  the  same  way  and  in  quarries  and  stone   yards. 

The  establishment  of  a  system  of  trunk  line  highways  Is 
provided  for.  This  system,  by  the  terms  of  the  act,  shall  con- 
sist of  the  highways  and  bridges  constituting  routes  indicated 
by  the  law.  The  act  provides  that  under  certain  conditions 
double  the  legal  reward  shall  be  paid  for  the  improvement  of 
sections  of  road  included  in  this  system  and  makes  other 
provisions  to  encourage  the  Improvement  of  the  roads  included. 


MINNESOTA 

A  legislative  act  passed  by  the  Legislature  in  1905  and  amend- 
ed In.  1911  and  1913  established  a  State  Highway  Commission 
and  authorized  state  aid  to  counties  in  highway  construction. 
The  commission  consists  of  three  men  who  are  appointed  by 
the  Governor  for  terms  of  three  years.  They  serve  without  pay. 
The  active  work  is  done  by  a  secretary  appointed  by  the  com- 
mission. The  secretary  must  be  a  civil  engineer  and  practical 
road  builder,  and  is  known  as  the  State  Engineer.  It  is  the 
duty  of  the  secretary  to  give  advice,  assistance  and  super- 
vision with  regard  to  road  and  bridge  construction  through- 
out the  state. 

For  the  purpose  of  state  aid  the  highway  commission  each 
year  apportions  the  money  accruing  to  the  state  fund  among 
the  different  counties  in  the  state;  not  less  than  one  nor  more 
than  three  per  cent,  of  the  state  road  and  bridge  fund  avail- 
able in  any  year  may  be  apportioned  to  any  county.  Twenty 
per  cent,  of  the  allotment  so  made  is  for  use  in  the  maintenance 
of  state  roads  and  bridges.  A  sum  not  to  exceed  25  per  cent, 
of  the  apportionment  from  the  state  road  and  bridge  fund  to 
any  county  remaining  after  the  amount  for  maintenance  has 
been  deducted  may,  when  deemed  advisable  by  the  county 
board,  be  expended  on  county  roads  under  such  rules  and 
regulations  as  may  be  prescribed  by  the  State  Highway  Com- 
mission.    The  amount  which  may  be  paid  by  the  state  out  of 


August  7,  1915 


GOOD    ROADS 


2d 


the  allotment  of  the  road  and  bridge  fund  to  any  county  as 
state  aid,  Is  based  on  that  county's  assessed  value  of  property 
for  taxation  purposes,  its  road  mileage,  area  and  necessities  of 
development.  The  highway  commission  may  appoint  as  many 
assistant  engineers  throughout  the  state  as  It  may  deem  neces- 
sary for  the  purpose  of  supervising  all  work  done  on  state 
roads. 

The  state  aid  fund  is  raised  by  a  tax  levy  of  one  mill  on 
each  dollar  of  assessed  valuation  of  all  taxable  property  in  the 
state.  An  annual  appropriation  of  $100,000  is  made  from  the 
state  treasury  for  the  maintenance  of  the  state  highway  de- 
partment. 

The  county  boards  have  general  supervision  of  county  roads, 
including  those  within  their  respective  counties  established  by 
judicial  authority,  with  the  power  to  appropriate  and  expend 
such  sums  of  money  from  the  county  road  fund  necessary  for 
road  and  bridge  construction.  Improvement,  etc.  The  boards 
of  county  commissioners  consist  of  Ave  members  and  are  elect- 
ed by  popular  vote  in  each  county.  Elections  are  held  in  No- 
vember, and  the  board  is  elected  for  a  term  of  four  years,  tak- 
ing ofBce  on  Jan.  1  following  election.  The  last  election  was 
held  in  1913.  Town  supervisors  of  roads  conduct  local  work 
under  the  county  commissioners.  There  are  three  supervisors 
In    each    town. 

9IISSISSIPPI 

The  administration  of  road  and  bridge  work  is  in  the  hands 
of  county  boards  of  supervisors,  consisting  of  five  members 
In  each  county  elected  from  five  districts  known  as  super- 
visors' districts.  They  are  elected  for  a  term  of  four  years. 
The  last  change  was  in  January,  1912. 

All  able-bodied  male  citizens  between  18  and  50  years  of 
age  are  subject  to  road  duty  a  certain  number  of  days  in  each 
year.  This  duty  may  be  commuted  by  a  payment  of  money 
equivalent.  In  cases  where  this  system  is  not  satisfactory 
the  law  authorizes  the  boards  of  supervisors  to  let  out  road 
work  by  contract.  A  law  passed  in  1910  provides  that  any 
one  supervisors'  district,  or  two  or  more  districts  or  parts  of 
districts  may  organize  themselves  into  separate  road  districts 
and  vote  upon  bond  issues  for  road  Improvement,  such  bonds 
to  be  secured  by  a  fixed  tax  not  to  exceed  one  mill  on  property 
of  the  road  district.  These  separate  road  districts  are  relieved 
from  all  tax  and  expenses  of  road  maintenance  for  the  rest  of 
the  county.  The  districts  are  formed  by  petitioning  by  20 
per  cent,  of  the  qualified  electors  of  the  district  asking  for  a 
bond  issue,  unless  20  per  cent,  or  more  petition  against  the 
issue,  in  which  case  an  election  is  held  to  vote  on  the  bonds. 
If  the  bonds  are  voted  the  district  is  formed  and  the  funds  are 
placed  In  the  hands  of  three  commissioners,  who  direct  the 
making  of  surveys,  selecting  materials,  and  building  the  roads, 
subject  to  the  approval  of  the  county  board  of  supervisors. 

MISSOURI 

Under  the  provision  of  a  state  law  passed  In  March,  1913,  the 
administration  of  state  highway  work  is  in  the  hands  of  a 
State  Highway  Commissioner,  who  Is  appointed  by  the  Gov- 
ernor. His  term  of  office  is  four  years,  and  his  salary  is  $3,000 
per  year.  He  exercises  general  supervision  over  the  roads  of 
the  state,  giving  advice  and  assistance  wherever  needed  and 
holding  meetings  over  the  state  to  encourage  the  building 
and  maintenance  of  roads  and  bridges, '.find  the  buying  of  road 
machinery.  The  law  provides  for  a  Deputy  Highway  Com- 
missioner who  must  be  a  civil  engineer,  and  who  receives 
$2,000  per  year.  Road  administration  in  the  counties  Is  in  the 
hands  of  the  county  court,  consisting  of  three  county  judges 
elected  by  the  people  under  what  is  termed  "county  organiza- 
tion." The  presiding  judge  is  elected  for  a  term  of  four  years; 
the  last  election  was  held  in  November,  19K.  The  other  two  mem- 
bers are  elected  in  November  of  even  years  for  a  term  of  two 
years.  The  court  appoints.  If  it  desires,  a  county  highway 
engineer  In  January  of  even  years,  who  has  general  supervision 
over  all  road  and  bridge  work  in  the  county.  His  term  of 
ofllce  Is  two  years,  and  his  office  can  be  vacated  by  the  people 
by  a  vote  at  any  general  election,  the  taxpayers  petitioning  the 
court   to   hold  an   election   for   that   purpose. 

The  Surveyor  of  the  county,  whose  office  Is  constitutional, 
is  elected  by  the  people  and  is  ex-offlcio  county  highway  en- 
gineer when  the  court  appoints  no  regular  county  highway  en- 
gineer. In  the  twenty-two  counties,  which  have  voted  a  system 
which  is  termed  "township  organization,"  road  ^vork  Is  conduct- 
ed by  road  overseers  appointed  by  a  township  board,  which  con- 
sists of  three  members  elected  by  the  people.  Each  overseer  has 
charge  of  road  work  in  his  district,  of  which  there  may  be  one 
or  more  in  the  township.  In  the  counties  not  operating  under 
township  organization,  the  county  court  divides  the  county  Into 
road  districts  of  not  less   than   nine  miles  nor   more   than   one 


municipal  township  in  area,  and  appoints  a  road  overseer  for 
each  district.  These  overseers  are  responsible  to  the  county 
highway  engineer. 

The  money  used  by  the  state  to  aid  the  counties  is  obtained 
from  autonioblle  licenses  and  from  corporation  charters  and 
corporation  taxes.  The  funds  so  collected,  after  deducting  the 
expenses  of  collecting,  form  a  general  road  fund,  from  which 
the  Legislature  at  each  session  appropriates  a  sum  deemed 
necessary  for  the  purpose  of  dragging  the  county  seat  high- 
ways. These  roads  constitute  all  highways  connecting  different 
county  seats  and  have  a  total  length  of  about  12,000  miles.  The 
money  is  paid  to  the  different  counties  at  the  rate  of  $15  per 
mile  for  routes  approved  by  the  State  Highway  Depart- 
ment, and  the  money  so  paid  must  be  used  for  dragging  If 
possible  or  for  road  betterments  such  as  culverts  or  bridges 
but  not  for  the  purchase  of  right  of  way.  Work  prosecuted 
with  these  funds  Is  handled  by  three  highway  commissioners 
appointed  by  the  county  court  of  each  county. 

The  balance  remaining  In  the  general  road  fund  after  the 
apportionments  for  dragging  have  been  made.  Is  distributed 
among  the  counties  for  permanent  Improvements,  the  money 
being  apportioned  according  to  the  assessed  valuation  of  the 
counties  but  no  more  than  3  per  cent,  of  the  total  being 
apportioned   to   any   one   county. 

The  laws  provide  for  two  forms  of  special  road  districts 
One  of  these  must  not  exceed  64  square  miles  in  area  and  must 
include  an  incorporated  city  or  town.  It  is  permitted  to  in- 
crease the  county  tax  levy  within  itself  by  issuing  bonds.  It 
also  receives  one-half  of  county  saloon  or  poolroom  revenue 
and  one-fourth  the  city  saloon  or  poolroom  revenue  paid  within 
the  district.  The  other  special  district  is  a  benefit  assessment 
district  formed  for  purposes  of  improving  and  maintaining  a 
road.  It  can  augment  the  funds  from  the  regular  road  levy 
by  a  graduated  acreage  tax  voted  upon  the  lands  within  the 
district.  The  benefit  assessment  district  law  has  been  attacked 
as  being  unconstitutional  and  is  at  present  before  the  Supreme 
Court  of  the  United  States.  Each  special  district  Is  governed 
by  three   commissioners. 

MOIVTANA 

A  law  passed  in  1913  established  a  Highway  Commission 
consisting  of  the  Professor  of  Civil  Engineering  at  the  Mon- 
tana State  College  of  Agriculture  and  Mechanic  Arts,  ex- 
officio;  the  State  Engineer,  ex-officio,  and  a  civil  engineer  ex- 
perienced in  road  building  to  be  appointed  by  the  Governor. 
Each  ex-officio  member  of  the  Highway  Commission  receives 
$10  per  day  while  the  commission  Is  In  session,  and  the  salary 
of  the  appointed  member,  who  acts  as  Secretary  of  the  com- 
mission and  devotes  his  entire  time  to  its  work,  is  fixed  at  not 
over  $3,500  per  year.  The  duties  of  the  commission  are  to 
collect  information  regarding  the  road  situation  of  the  state, 
with  special  reference  to  deposits  of  road  material;  plan  a 
system  of  roads  which,  when  completed,  will  provide  an  ade- 
quate system  of  state  roads  to  the  various  market  and  business 
centers;  to  advise  with  county  authorities  in  regard  to  road 
construction  and  maintenance;  apportion  the  state  highway 
fund  among  the  several  counties  in  the  manner  provided  by 
law,  and  exercise  general  supervision  over  the  plans,  specifi- 
cations and  estimates  made  by  the  county  authorities  for  the 
construction    or    maintenance    of    state    roads. 

The  law  provides  that  all  roads  constructed  or  improved 
under  state  supervision  shall  be  designated  as  state  roads  and 
appropriates,  out  of  the  general  fund  of  the  state,  $5,000  foi 
the  expenses  of  the  commission  and  for  salaries  of  its  em- 
ployees until  the  amont  credited  to  the  state  highway  fund  Is 
available. 

The  general  highway  laws  of  the  state  divide  all  public 
roads  into  three  classes,  as  follows:  Common  highways,  main 
highways  and  state  highways. 

The  unit  of  road  work  In  Montana  is  the  county,  the  work 
being  in  the  hands  of  boards  of  county  commissioners.  It  is 
the  duty  of  these  boards  to  divide  their  counties  Into  road 
districts  and  place  each  district  in  charge  of  a  competent  road 
supervisor.  Road  supervisors  have  direct  charge  of  all  road 
work  in  road  districts  under  the  county  commissioners.  There 
is  also  a  county  suveyor  in  each  county  who  does  the  survey- 
ing In  connection  with  road  work.  The  county  commissioners 
are  also  empowered  by  law  to  employ  a  competent  road  builder, 
at  a  salary  of  not  over  $12  per  day,  to  have  direct  charge  of 
work  for  the  commission. 

Bridge  work  is  also  under  the  control  of  the  county  in  ac- 
cordance with  the  plans  furnished  by  the  State  Highway  Com- 
mission. The  funds  for  the  work  are  obtained  from  a  special 
tax  not  exceeding  two  mills  on  the  dollar  of  taxable  property 
in   the  county. 

Revenues  for  road  work  are  obtained  from  general  taxes,  a 
poll  tax  and  bond  issues.  The  general  tax  is  laid  by  the  county 
authorities  and  must  not  be  less  than   two  nor  more  than  five 


90 


GOOD    ROADS 


August  7,  1915 


Bill*  OD  th*  dollar.  Tba  poll  Ux  amounts  to  It  per  year  on 
•aeh  male  between  tl  and  tO  years  of  age  residing  In  the 
coontr-  A  brlds*  lery  of  not  to  exceed  i  miUs  on  the  dollar 
la  alao  made.  Bonds  may  be  Issued  In  such  an  amount  as  may 
ka  im  s— srj  provldlns  that  with  all  other  outstanding  In- 
debtedneaa  of  the  county  they  do  not  exceed  S  per  cent,  tif  th^ 
value  of  the  taxable  property  of  the  county. 

NBBRASKA 

The  seoeral  laws  provide  that  the  control  of  road  adminis- 
tration shall  be  exercised  entirely  by  the  counties.  The  county 
commissioners  or  supervisors  have  general  supervision  over 
all  the  public  roads  in  the  counter.  These  commissioners  or 
supervisors,  generally  designated  as  the  Count)  Board,  are 
elected  for  a  term  of  two  years  in  November  of  even  years, 
taking  ofllce  In   the   flrst   week   in  January   following  election. 

There  are  two  general  systems  of  road  administration,  known 
as  county  organisation  and  township  organization.  Counties 
operating  under  county  organisation  are  divided  into 
road  districts  by  the  county  boards,  and  the  road  work  In 
each  district  Is  in  charge  of  a  road  overseer,  who  is  also 
elected  by  the  people.  County  highway  commissioners  are 
appointed  by  county  boards  In  January  of  each  year  and  are 
the  active  executives  in  county  road  affairs.  In  counties  oper- 
ating under  township  organisation  a  road  overseer,  elected 
by  the  people,  has  charge  of  work  in  each  township.  County 
aid  Is  extended  to  cities  of  more  than  25,000  and  less  than 
IM,0O0,  the  county  board  being  authorised  to  pay  not  exceeding 
one-half  the  cost  of  improving  any  street  leading  into  the  city 
from  adjacent  territory.  The  last  seston  of  the  Legislature 
authorised  the  employment  of  convict  labor  by  contract  by 
any  county,  city  or  village,  through  the  proper  offlcers,  for 
the  building  or  repairing  of  roads  or  streets.  State  aid  is 
extended  to  counties  in  the  construction  of  bridges  over  streams 
more  than  17S  ft.  wide,  application  having  been  made  to  the 
State  Board  of  Irrigation,  upon  approval  of  the  state  engineer. 
The  state  pays  one-half  the  cost  of  such  bridges. 

Road  taxes  are  paid  in  cash.  One-half  of  all  the  money 
collected  constitutes  a  road  fund  which  is  divided  equally 
among  the  several  districts  and  the  other  half  constitutes  a 
district  road  fund  and  is  expended  under  the  direction  of  the 
road  overseer  in  the  road  district  from  which  It  was  collected. 

The  ofllce  of  the  State  Board  of  Irrigation,  Highways  and 
Drainage  Is  composed  of  the  Governor,  the  Attorney  General 
and  the  Commissioner  of  Public  Lands  and  Buildings.  These 
three  men  composing  said  board  appoint  the  State  Engineer, 
who  selects  his  own  oOlce  force.  The  State  Engineer's  ofllce 
is  in  direct  charge  of  all  bridge  work,  whether  county  or  state 
aid  bridge  work.  In  the  state.  A  1/5-miIl  levy  is  made  by  the 
Lteglslature,  making  an  appropriation  which  is  limited  to 
t7i,000  per  year,  for  the  purpose  of  building  state  aid  bridges. 
Under  the  state  aid  bridge  law  the  counties  pay  one-half  the 
cost  of  said  bridges  and  the  state  pays  the  other  half,  tha 
bridges  being  built  under  the  supervision  of  the  State  Engi- 
neer's office,   upon   Its  plans  and  specifications. 

The  State  Engineer's  office  also  furnishes  all  plans  for  county 
bridges  where  the  cost  of  the  bridge  exceeds  $500,  and  fur- 
Dishes  inspection  on  the  same.  It  has  also  an  advisory  board 
which  Is  appointed  by  the  state  board  and  serves  without  com- 
pensation and  advises  with  the  State  Engineer  in  regard  to 
road  work  and  other  work  concerning  his  office.  Free  advice 
Is  given  to  county  boards  and  other  county  officials  In  regard 
to  making  roads  in  the  state,  and  help  is  furnished  them  by 
means  of  supplying  them  with  an  engineer  to  assist  them  in 
any  way  possible. 

By  the  terms  of  a  law  passed  In  1915,  a  fund  amounting  to 
M  per  cent,  of  the  fees  obtained  from  the  registration  of  auto- 
mobiles Is  made  available  to  the  counties  to  be  used  for  drag- 
ging, paving,  repairing,  oiling,  or  placing  straw  on  sandy  roads, 
and  for  no  other  purposes.  Another  law  permits  county  boards 
In  counties  between  40,000  and  100,000  population  to  pave  state 
or  county  roads  and  to  Issue  bonds  to  pay  for  such  paving. 

KEVADA 

The  laws  of  the  state  provide  that  the  county  commissioners 
of  the  various  counties  shall  have  charge  of  the  roads.  The 
county  commissioners  are  elected  by  the  people.  The  direct 
charge  of  road  work  In  a  county  is  in  the  hands  of  a  county 
road  supervisor  appointed  by  the  county  commissioners  or  If 
the  county  commissioners  shall  decide  not  to  appoint  a  super. 
visor,  they  may  divide  the  county  Into  road  districts  and  ap- 
point a  board  of  three  road  eommlsslonrs  for  each  of  said 
disuicu. 

A  county  surveyor,  appointed  by  the  county  commissioners, 
lays  out  roads  and  makes  surveys,  maps,  etc.  Each  county  is 
divided  Into  road  districts,  and  a  road  overseer  Is  appointed  In 


each  district  by  the  county  commissioners.  The  county  com- 
missioners are  authorized  to  establish  and  lay  out  roads,  pur- 
chase machinery  and  materials,  and  let  contracts  for  road 
construction. 

At  the  last  session  of  the  Legislature  a  law  was  passed  pro- 
viding for  the  raising  of  money  for  road  construction  by  the 
issuance  of  county  bonds.  These  bonds  must  not  exceed  in 
amount  3  per  cent,  of  the  total  taxable  valuation  of  the  countyj 


NBW    HAMPSHIRE 

The  Legislature  of  1915  passed  a  law  creating  a  State  High- 
way Department  in  charge  of  a  State  Highway  Com- 
missioner. This  offlcial  is  appointed  by  the  Governor  and 
Council  for  a  term  of  five  years,  and  exercises  general  super- 
vision over  all  highways,  their  location,  maintenance  and  con- 
struction. 

The  town  is  the  unit  in  highway  affairs.  A  road  agent 
elected  by  the  people,  has  charge  of  the  work  in  each  town, 
and  material  and  machinery  are  purchased  by  selectmen,  three 
in  eacli  town,  also  elected  by  the  people.  Elections  are  held 
in  March  of  each  year,  and  both  road  agents  and  selectmen 
are  elected  for  terms,  of  one  year,  taking  office  immediately 
upon  election.  Highway  Improvement  in  unincorporated  towns 
is  controlled  by  the  county  offlcers  in  whatever  county  they 
are  located. 

State  aid  was  authorized  by  an  act  pased  in  1905  and 
amended  in  1909.  Under  the  provisions  of  this  act  bonds  not 
to  exceed  $1,000,000  in  amount  may  be  issued  and  the  proceeds 
used  to  pay  for  the  construction  of  trunk  lines,  these  being 
three  continuous  highways  from  the  Massachusetts  line,  desig- 
nated by  the  Governor  and  Council  for  improvement.  The 
Legislature  of  1913  authorized  a  further  bond  issue  of  $200,000 
for  the  completion  of  the  three  north  and  south  trunk  lines 
before  authorized,  and  of  $100,000  for  an  east  and  west  cross 
line  from  the  Connecticut  River  to  Portsmouth.  The  law  au- 
thorizes an  annual  appropriation  of  $125,000  for  the  purpose  of 
paying  interest  and  annual  installments  of  the  principal  of 
whatever  bonds  may  be  Issued  for  the  maintenance  of  state 
highways   and    state    aid    roads. 

Apportionment  of  state  aid  funds  is  made  among  the  towns 
on  a  basis  of  assessed  valuation.  Towns  having  a  valuation 
of  less  than  $100,000  receive  $3  for  each  $1  they  appropriate 
for  state  aid  work.  If  the  valuation  is  between  $100,000  and 
$250,000  the  town  receives  $1.25  for  each  $1.  If  the  valuation 
is  between  $250,000  and  $500,000  the  town  receives  $0.60  for 
each  $1.  If  the  valuation  is  between  $600,000  and  $1,000,000  the 
town  receives  $0.40  for  each  $1.  If  the  valuation  is  between 
$1,000,000  and  $3,000,000  the  town  receives  $0.25  for  each  $1. 
If  the  valuation  exceeds  $3,000,000  the  town  receives  $0.20  for 
each  $1.  A  limitation  is  set  on  the  amount  which  each  town 
can  appropriate.  This  amount  is  also  based  on  the  assessed 
valuation.  The  amounts  vary  from  $1  on  each  $1,000  of  the 
valuation  in  towns  of  less  than  $2,000,000  in  valuation  to  $0.25 
on  each  $1,000  in  towns  of  $15,000,000  and  upward.  The  law 
provides  that  work  may  be  done  either  by  contract  or  by  the 
towns  themselves,  subject  to  the  discretion  of  the  Governor 
and   Council. 

Certain  roads  are  designated  by  the  road  laws  of  1909  as 
state  roads  and  these  are  constructed  and  maintained  at  the 
expense  of  the  state. 


NBW  JERSBY 

The  state  laws  provide  for  a  State  Highway  Commission, 
composed  of  the  Governor,  Speaker  of  the  House  of  Repre- 
sentatives. President  of  the  Senate,  State  Treasurer  and  the 
Commissioner  of  Public  Roads,  who  is  appointed  by  the  Gov- 
ernor. 

The  Commissioner  is  the  executive  head  of  the  Department  of 
Public  Roads.  The  Commissioner  is  authorized  to  appoint  a 
state  highway  engineer,  four  division  highway  engineers  and 
ten  regular  inspectors.  Additional  inspectors  are  appointed 
as  their  services  may  be  required  in  construction.  The  Com- 
missioner's term  of  service  is  three  years.  The  division  en- 
gineers and  the  ten  regular  Inspectors  hold  office  under  civil 
service  tenure. 

County  roads  are  under  the  jurisdiction  of  a  Board  of 
Chosen  Freeholders  of  each  county.  Some  of  these  boards  are 
elected  by  the  county  at  large  and  in  other  cases  they  are 
elected  from  each  of  the  political  subdivisions.  Elections  are 
held  In  November  of  each  year  and  the  term  of  office  is  two 
years. 

The  board  appoints  a  county  engineer  and  a  county  super- 
visor of  roads,  the  former  having  charge  of  construction  and 
the  latter  of  repair  work.  Both  of  these  officials  hold  office 
for  terms  of  five  years.  The  last  appointment  was  made  in 
1912.     The  boards  of  freeholders  levy  taxes,  purchase  machin- 


August  7,  1915 


GOOD     ROADS 


91 


ery  and  materials  for  town  road  improvement  and  direct  th« 
work. 

State  aid  in  road  construction  is  extended  to  the  counties 
and  municipalities  under  an  act  passed  in  1S91  and  amended 
at  various  times  since.  In  order  to  obtain  state  aid  for  the  im- 
provement of  any  road  the  Board  of  li'reeholders  of  the  county 
in  which  the  proposed  road  is  to  be  located  must  apply  to  the 
State  Commissioner  of  Public  Roads  by  resolution  for  consent 
to  survey  the  road.  If  the  consent  is  given  the  County  En- 
gineer prepares  necessary  plans  and  specifications  subject  to 
the  approval  of  the  Board  of  Chosen  Freeholders  and  sub- 
mits them  to  the  Commissioner  of  Public  Roads.  Contract  for 
construction  is  awarded  by  the  Board  of  Chosen  Freeholders 
subject  to  the  approval  of  the  Commissioner  of  Public 
Roads.  Under  a  legislative  act  passed  in  1912  the  state  pays 
40  per  cent,  of  the  cost  of  construction  of  these  roads  and  the 
county  the  balance.  Any  municipality  excepting  a  city  may 
receive    state    aid    in    the    same    way    as    the    counties. 

Automobile  license  fees,  registration  fees,  and  fines  are  di- 
verted to  a  fund  known  as  the  motor  vehicle  fund,  which  is 
used  for  the  maintenance  of  the  most  important  of  the  im- 
proved roads  after  the  expenses  of  the  Motor  Vehicle  Depart- 
ment and  certain  expenses  of  the  Department  of  Public  Roads 
are  deducted.  The  Commissioner  of  Public  Roads  may  award 
contract  for  repair  of  any  road  or  he  may  distribute  the  motor 
vehicle  fund  among  the  counties  and  municipalities  of  the 
state   at  his  discretion. 


NEW  MEXICO 

A  law  passed  by  the  New  Mexico  Legislature  in  1912  pro- 
vides that  a  State  Highway  Commission  shall  have  supervision 
over  state  road  work.  The  commission  consists  of  the  Governor, 
the  Commissioner  of  Public  Lands,  and  the  State  Engineer. 
The  Governor  is  Chairman,  the  Commisioner  of  Public  Lands 
is  Secretary,  and  the  State  Engineer  is  the  chief  executive 
officer  of  the  board.  It  is  the  duty  of  the  State  Highway  Com- 
mission to  have  general  supervision  over  all  highways  and 
bridges  constructed  wholly  or  in  part  at  state  expense,  and  to 
construct  and  maintain  either  wholly  or  partly  at  state  expense 
a  system  of  state  highways,  for  the  purpose  of  building  which, 
a  bond  issue  amounting  to  $500,000  was  authorized  by  a  law 
passed  in  1912,  and  ratified  by  popular  vote  in  November  of 
the   same   year. 

Local  road  work  is  in  charge  of  County  Road  Boards  ap- 
pointed by  the  State  Highway  Commission  for  three-year 
terms,  one  each  year,  at  the  end  of  April.  The  duties  of  the 
County  Road  Board  are  to  have  general  supervision  over  all 
county  roads  and'  to  collect  the  road  tax,  which  may  be  paid 
either  in  cash  or  in  labor  on  the  roads.  This  road  tax  is  $3 
in  cash  or  three  days'  labor.  Besides  the  regular  road  tax  a 
levy  of  three  mills  on   the  dollar  is  authorized  by  law. 

State  aid  is  extended  to  the  counties,  the  expenditures  being 
paid  from  a  revenue  created  by  a  one-mill  tax  levy.  Convict 
labor  is  authorized  by  law,  the  expenses  of  the  convicts,  while 
employed  on  the  road,  being  paid  from  the  proceeds  of  the 
one-mill  tax  levy.  The  character  of  construction  work  by 
convicts  is  left  to  the  discretion  of  the  State  Engineer.  Coun- 
ties may  cooperate  financially  in  state  aid  work  to  whatever 
extent  may  be  agreed  upon  by  the  County  Road  Boards  and 
the  State  Highway  Commission.  Counties  which  contribute 
at  least  one-half  of  the  expense  of  state  aid  roads  are  given 
preference. 

By  the  provisions  of  the  1912  law  counties  are  permitted  to 
issue  bonds  for  the  construction  and  repair  of  roads  and 
bridges  within  their  respective  limits.  These  bonds  must  not 
bring  the  existing  indebtedness  of  a  county  to  more  than 
four  per  cent,  of  the  value  of  taxable  property  within  the 
county.  The  law  requires  that  all  bridges  costing  more  than 
$300   shall   be    built   by   contract. 


NEW  YORK 

By  virtue  of  a  law  approved  by  the  Governor,  March  14, 
1913,  state  highway  administration  in  New  York  is  in  the 
hands  of  a  Commissioner  of  Highways,  appointed  by  the 
Governor  with  the  approval  of  the  Senate  for  a  term  of  five 
years,  at  an   annual  salary  not   to   exceed   JIO.OOO   per  year. 

He  is  authorized  to  appoint  a  Secretary  and  Chief  Auditor 
of  the  Department  and  three  Deputy  Commissioners,  known  as 
the  First,  Second  and  Third  Deputies,  respectively.  Each  of 
the  deputies  shall  have  been  an  experienced  road  builder. 
The  First  Deputy  is  required  to  be  a  practical  civil  engineer, 
and  his  duties  relate  to  the  plans,  specifications  and  the  exe- 
cution of  all  contracts  pertaining  to  state  and  county  high- 
ways. The  duties  of  the  Second  Deputy  relate  to  the  main- 
tenance of  state  and  county  highways,  and  those  of  the  Third 
Deputy   to   the   repair,   improvement  and   maintenance   of   town 


highways  and  bridges,  and  county  roads  and  bridges  on  th« 
Indian  reservations.  The  salary  of  the  First  Deputy  Is  $6,000 
per  year,  and  that  of  the  Second  and  Third,  $5,000  each.  The 
Chief  Auditor  receives  a  salary  of  $5,000  per  year.  The  duties 
of  the  chief  auditor  are  to  determine  the  authority  for  and 
the  accuracy  of  all  expenditures  of  the  state  highway  funds. 
His  report  is  referred  to  the  State  Comptroller  for  final  audit. 

The  Commissioner  of  Highways  has  general  supervision  over 
?!1  highways  and  briuges  which  are  constructed  or  main- 
tained in  whole  or  in  part  by  the  use  of  state  money.  He  de- 
termines the  method  of  construction  and  maintenance  of  all 
public  highways  and  bridges,  and  assists  the  district,  county 
and  town  highway  officials  In  establishing  grades,  systems, 
etc.  He  is  also  directed  to  determine  upon  the  various  meth- 
ods of  road  construction  best  adapted  to  various  sections  of 
the   state. 

The  State  Commissioner  of  Highways  is  authorized  to  di- 
vide the  state  Into  not  more  than  nine  divisions  and  to  assign 
a  Division  Engineer  in  charge  of  each  division.  In  making 
these  divisions,  he  is  not  allowed  to  divide  counties. 

Division  engineers,  who  are  appointed  by  the  State  Com- 
missioner of  Highways  must  be  practical  civil  engineers,  ex- 
perienced in  road,  highway  and  bridge  construction.  This  of- 
fice carries  a  salary  of  $4,000  per  year.  The  duties  of  the 
office  are  to  have  general  charge  of  the  construction  and  main- 
tenance of  the  state  and  county  roads  in  each  division  under 
the  supervision  of  the  deputy  in  whose  jurisdiction  the  work 
lies. 

The  State  Commissioner  of  Highways  appoints  resident  en- 
gineers, district  superintendents,  clerks,  officers  and  other 
employees  under  civil  service  regulations. 

The  use  of  any  patented  article  or  material  in  the  construc- 
tion or  repair  of  the  state  or  county  highways  is  prohibited 
by  law,  except  under  circumstances  making  possible  fair  com- 
petition. 

The  maintenance  and  repair  of  improved  state  and  county 
highways  in  towns,  incorporated  villages  and  cities  of  the 
third  class  are  under  the  direct  supervision  of  the  State  Com- 
missioner of  Highways.  The  work  of  maintenance  and  re- 
pair of  these  highways  may  be  done  by  the  Department  of 
Highways  either  directly  or  by  contract,  as  the  State  Com- 
missioner of  Highways  may  decide.  The  Sitate  Commissioner 
of  Highways  has  the  power  to  purchase  materials  for  such 
maintenance  and  repairs,  except  where  the  work  is  done  by 
contract. 

The  cost  of  maintenance  and  repairs  of  state  and  county 
highways  is  borne  by  the  state,  the  towns,  incorporated  villages 
and  cities  through  which  the  highways  run.  For  the  main- 
tenance and  repair  of  county  roads,  the  state  pays  an  amount 
each  year  equal  to  50  per  cent,  of  the  amount  appropriated 
by  the  county  for  that  work  during  the  preceding  year. 

Under  the  law  the  highways  of  the  state  are  divided  into 
four  classes:  State  highways;  county  highways;  county  roads, 
and  town  highways.  State  highways  are  constructed  at  the 
expense  of  the  state;  county  highways  at  the  expense  of  the 
state  and  county  jointly,  the  county  paying  2  per  cent,  of  the 
cost  for  each,  $1,000  of  assessed  valuation  of  the  county  for 
each  mile  of  public  highway  in  the  county  outside  of  cities  and 
incorporated  villages,  this  not  to  exceed  35  per  cent,  of  the 
cost;  county  roads  at  the  expense  of  the  county,  and  town 
highways  at  the  expense  of  the  state  and  town,  the  state's 
contribution  being  based  on  the  amount  of  taxes  raised  for 
highway  purposes  by  the  town. 

The  construction  and  maintenance  of  town  highways  are 
in  the  hands  of  town  superintendents,  elected  by  the  people 
for  terms  of  two  years  in  November  of  even  years.  They  are 
subject  to  supervision  by  the  county  superintendent.  Taxes 
payable  in  cash  are  levied  on  all  assessable  property  for  high- 
way  maintenance. 

A  measure  was  carried  at  popular  election  in  1907  provid- 
ing for  an  issue  of  $50,000,000  in  bonds  for  state  highway  pur- 
poses, and  another  measure  providing  for  another  similar  issue 
was  voted  in  1912.  Appropriations  are  made  each  year  by  the 
Legislature. 


NORTH  CAROLINA 

The  Legislature  of  1915  passed  an  act  creating  a  State  High- 
way Commision  consisting  of  the  Governor,  the  State  Geol- 
ogist, three  members  appointed  by  the  Governor,  who  are  to  be 
residents  of  the  eastern,  western  and  central  parts  of  the  state 
and  one  of  whom  is  to  be  a  member  of  the  minority  political 
party;  a  professor  of  civil  engineering  of  the  University  of 
North  Carolina  and  a  professor  of  the  North  Carolina  Agri- 
cultural and  Mechanical  College.  The  members  are  appointed 
for  four  years  and  receive  actual  expenses  when  employed  on 
official  business.  The  Highway  Commission  is  empowered  to 
appoint  a  State  Highway   Engineer  tor  a  term  of  six  years. 


92 


GOOD    ROADS 


August  7,  1915 


TM  ■•iiani  aUtutM  plao*  th«  control  of  higbway  work  In 
'  Ik*  haada  u(  Cuuaty  Commlsaloners.  There  are  Ave  com- 
mlaaloa*ra  to  a  oouoty,  electe<l  by  tba  people  (or  terms  or 
two  raara  la  November  or  even  years.  In  some  counties,  by 
virtue  of  v^oelal  laws,  road  work  is  controUeU  by  Township 
Koad  Coaamiaaioners.  three  to  a  township,  appointed  by  the 
County  t>Mnmlaalonera  for  terms  o(  two  years.  The  County 
CoBUBiaalonera  levy  taxea  and  also  purchase  machinery  and 
aatertal.  except  in  certain  counties  where  apecial  laws  auth- 
oria*  townahip  orKanlsation,  in  which  the  purchasinK  power 
ia  IB  the  haads  uf  the  Township  Koad  Commissioners.  By 
spoclal  act  of  the  General  Assembly,  special  road  commission- 
era  have  been  appointed  in  some  counties  to  have  charge  of  the 
county  road  work,  and  they  have  been  given  the  same  power 
and  authority  recardtnK  the  roads  as  rormerly  was  vested  in 
the  County  Commlasioners.  Upon  request  or  the  county  road 
authoritlea  brtdcea  and  roads  are  constructed  according  to 
plans  and  spectBcatlona  approved  by  the  State  Highway  Bn- 
^aeer,  ensfneerlnK  aaslstance  Is  given  to  counties  and  town- 
ahlpa.  plana  are  drawn  for  roads  and  bridges  and  active 
supervision  Is  furnished  during  construction. 

Some  counties  issue  bonds  for  road  improvement,  acting 
BBder  special  leglalation,  contirmed   by  vote  of  the  people. 

The  lawa  permit  the  working  of  county  convicts  on  the  roads 
and  the  judgea  have  the  authority  to  sentence  prisoners  to 
work  on   the  roads  instead  of  to  prison. 

NORTH  U.VKOTA 

Under  the  North  Dakota  Highway  Laws,  in  counties  having 
no  civil  township  organisation  the  county  board  of  commission- 
era  acts  aa  a  Highway  Board;  in  organized  townships  the  auth- 
ority is  vested  in  the  Board  of  Supervisors.  In  localities  where 
ther«  is  unorganised  territory  the  County  Commissioners  may 
create  aa  many  road  districts  as  in  their  judgment  is  deemed 
expedient,  and  may  appoint  for  each  district  an  Overseer  of 
Highways.  At  the  first  meeting  of  the  Township  Board,  suc- 
ceeding the  annual  town  meeting,  it  appoints  a  Township 
Orersaer  or  Highways,  who  has  direct  charge  of  the  construc- 
tion and  maintenance  or  the  highways  throughout  the  entire 
year.  In  unorganised  territory  the  District  Overseer  or  High- 
ways baa  the  aame  powers  and  duties  as  Township  Overseers 
or  Highways  in  organized  townships.  In  counties  having  a 
County  Superintendent  or  Highways  the  Township  Road  Over- 
seer is  cx-officio  Deputy  County  Superintendent  or  Highways 
tor  bis  township.  Upon  recommendation  or  the  overseer,  the 
Board  or  Supervisors  may,  ir  necessary,  appoint  one  or  more 
assistant  overseers,  such  assistant  overseers  to  work  under  the 
direction  or   the  overseer  and  the  board  of  supervisors. 

In  1>11  a  law  was  passed  providing  that  the  couny  com- 
missioners may  at  their  option  appoint  a  County  Superin- 
tendent of  Highways  and  Deputy  Superintendents  in  organized 
counties,  who  have  charge  and  supervision  or  the  construc- 
tion, improvement  and  maintenance  or  roads  within  said  coun- 
ties. Up  to  date  only  a  small  percentage  or  the  counties  have 
taken   advantage   or   this   law. 

A  license  ree  or  t3  per  year  is  required  by  law  for  each 
motor  vehicle  operated  in  the  state,  and  the  law  rurther  pro- 
vides that  the  money  received  ror  licenses,  less  the  cost  or  tags 
and  clerical  expenses,  shall  be  returned  to  he  county  rrom 
which  It  originates,  to  be  used  ror  the  maintenance  and  repair 
of  highways.     This  law  was  enacted  In  1911. 

In  aditlon  to  the  funds  secured  by  automobile  and  motor- 
cycle licenses,  the  highway  maintenance  funds  are  secured  b^ 
means  of  poll  and  property  taxes.  A  poll  tax  or  $1.50  is  levied 
OB  every  male  person  between  the  ages  or  21  and  50  years,  and 
a  property  tax  of  not  to  exceed  4  mills  on  the  dollar  for 
bridges  and  not  to  exceed  6  mills  on  the  dollar  for  high- 
ways may  be  levied  by  the  county.  In  each  county  having  a 
population  or  2,000  or  more,  according  to  the  latest  United 
States  or  state  census,  there  must  be  levied  and  collected  a 
property  tax  of  not  less  than  %  mill  nor  more  than  4  mills 
on  eacb  dollar  of  the  asessed  valuation  of  all  taxable  property 
In  the  county,  which,  when  collected  is  kept  in  a  distinct 
fund  known  as  the  County  Road  Fund  and  levied  and  ex- 
pended In  the  Improvement  of  highways,  under  the  direction  of 
the  Board  of  County  Commissioners.  Such  fund  is  in  addition 
to  all  other  taxes  for  highway  purposes  otherwise  provided 
by  law,  and  is  expended  only  in  grading,  ditching  and  surfac- 
ing. In  proper  condition  for  public  travel,  the  principal 
thoroughfares  of  the  county,  communicating  with  shipping 
points  and  market  places  resorted  to  by  inhabitants  or  the 
county,  for  which  the  means  otherwise  provided  are  not,  in 
the  opinion  of   the  county   commissioners,   sufficient. 

The  electors  of  eacb  township  have  power  at  their  annual 
mseling  to  vote  to  raise  such  sums  of  money  for  the  repair 
and  eoaatnictlon  of  roads  and  bridges  as  they  deem  expedient: 
provided,  that  the  amount  of  tax  for  road  purposes  shall  not 
•sc«ad  t  mills  on  the  dollar,  and  the  tax  for  bridge  purposes 
sball   not  ssceed  1  mlllo  on   the  dollar. 


A  law  was  passed  by  the  1913  session  of  the  Legislature,  pro- 
viding ror  the  cash  payment  of  highway  taxes.  This  law  pro- 
vides, however,  that  if  any  taxpayer  desires  to  work 
upon  the  roads  he  shall  notify  the  Township  Overseer  of  High- 
ways, of  his  intention  before  the  first  day  of  May.  Such  tax- 
payer is  then  employed  on  the  highways  of  the  township  at 
the  time  and  place  which  the  Township  Overseer  or  the  Deputy 
County  Superintendent  of  Highways  designates.  Upon  certifi- 
cate of  the  Township  Overseer  that  the  work  has  been  satis- 
factorily performed,  the  Board  of  Township  Supervisors  issue 
a  warrant  therefor. 

A  concurrent  resolution  providing  that  the  state  may  grant 
aid  In  highway  construction  has  been  passed  by  the  1911  and 
1913  seslons  of  the  Legislature.  The  matter  was  submitted 
to  a  vote  of  the  people  at  the  general  election,  November  3, 
1914,  and  carried,  and  laws  granting  state  aid  may  now  be 
passed. 

A  law  was  passed  by  the  1913  session  of  the  Legislature, 
creating  a  State  Highway  Commision  consisting  of  the  Gover- 
nor, the  State  Engineer  and  one  member  to  be  appointed  by 
the  Governor.  The  members  of  this  commission  serve  without 
additional  compensation,  and  It  Is  their  duty  to  furnish  plans 
and  specifications  and  superintend  the  construction  of  any 
road  when  requested  by  the  board  having  jurisdiction  over 
said  road,  and  also  to  Issue  bulletins  containing  advice  con- 
cerning   highway   construction    and    maintenance. 

A  law  was  also  passed  at  the  same  session,  providing  that 
the  State  Engineer  shall  prepare  plans  and  specifications  for 
any  bridge  or  culvert,  or  examine  and  report  on  any  exist- 
ing bridge  or  culvert,  whenever  requested  to  do  so  by  any 
Board    of   County    Commissioners   or   Township    Supervisors. 

A  concurrent  resolution  was  passed  by  the  1915  Legislative 
Assembly  amending  the  constitution  to  provide  that  any  county 
may  by  a  two-thirds  vote  Increase  Its  bonded  Indebtedness  3 
per  cent,  on  the  assessed  valuation  beyond  the  5  per  cent., 
for  the  construction.  Improvement  and  maintenance  of  public 
highways.  This  proposed  amendment  will  be  submitted  to  the 
Legislative  Assembly  of  1917,  and  it  passed  will  be  submitted 
to   a   vote   of   the   people   at  the   next   general   election. 

In  1915  a  law  was  passed  authorizing  the  County  Commis- 
sioners to  purchase  road  macliinery,  also  one  authorizing  the 
County  Commissioners  to  employ  a  surveyor  to  lay  out  roads. 

Another  law  was  passed  in  1915,  creating  a  Board  of  High- 
way Improvements  in  eacli  county,  such  board  consisting  of 
one  member  from  each  road  district  within  the  county.  Thi& 
law  provides  that  the  Board  of  Highway  Improvements  shall 
meet  the  second  Monday  in  March  of  each  year,  at  the  county 
seat,  and  formulate  plans  and  methods  for  the  uniform  work- 
ing and  establishing  of  highways  within  their  county;  and 
such  methods  as  they  shall  adopt  shall  be  followed  in  each 
of  the  districts  in  said  county.  It  is  the  purpose  of  this  act 
to  establish  a  board  with  full  authority  to  adopt  rules  and 
regulations  whereby  there  may  be  a  uniform  system  through- 
out the  county  for  the  construction  and  maintenance  of  high- 
ways, especially  with  reference  to  the  establishing  of  grades 
and  cuts,  and  the  construction  of  bridges  and  culverts  and 
approaches  thereto. 

OHIO 

A  State  Hlgliway  Department,  divided  into  a  Bureau  of  Con- 
struction, a  Bureau  of  Maintenance  and  Repair  and  a  Bureau 
of  Bridges,  was  established  by  a  law  passed  in  1911.  The  state 
grants  aid  to  the  counties  in  the  construction  of  certain  roads 
designated  on  an  inter-county  system  of  highways,  and, 
through  the  Highway  Department,  exercises  a  general  super- 
vision over  roads  built  or  maintained  wholly  or  in  part  with 
state  money. 

The  chief  officer  of  the  department  is  the  State  Highway 
Commissioner,  appointed  by  the  Governor,  and  each  of  the  three 
bureaus  is  in  charge  of  a  Deputy  Commissioner  appointed  by 
the  State  Highway  Commissioner,  who  may  also  appoint  as  many 
division  engineers  as  he  may  deem  necessary. 

County  work  is  in  charge  of  boards  of  county  commissioners, 
consisting  of  three  members  elected  by  the  people  in  November 
of  even  years  ror  two-year  terms.  The  executive  highway  of- 
ficial of  the  county  is  the  County  Surveyor,  who  is  also  elected 
by  the  people  at  the  same  time  as  the  commissioners.  Town- 
ship work  Is  in  charge  or  township  trustees,  three  In  a  town- 
ship, elected  by  popular  vote  in  November  of  odd  years  for 
two-year  terras. 

In  granting  state  aid  for  inter-county  highways,  applica- 
tions for  aid  are  made  by  the  county  commissioners  to  the  State 
Highway  Commissioner  and  approved  or  disapproved  by  him.  In 
case  the  work  is  done,  the  plans  and  specifications  are  pre- 
pared by  the  State  Highway  Commissioner  and  the  contracts 
awarded  by  him  subject  to  the  approval  of  the  county  com- 
missioners. The  state  pays  50  per  cent.,  the  county  25  per 
cent.,  the  township  15  per  cent.,  and  abutting  property  owners 


August  7,  1915 


GOOD    ROADS 


93 


10  per  cent,  of  the  cost.  The  county  or  township,  however,  may 
assume  any  part  or  all  of  the  expense  of  an  improvement  In 
excess  of  the  state's  share.  Main  market  roads  may  be  con- 
structed in  accordance  with  plans  and  specifications  prepared 
by  the  State  Highway  Commissioner  with  the  approval  of  the 
Governor,  no  petitions  from  county  authorities  being  necessary. 

The  state's  share  of  the  expense  of  road  improvement  ia  paid 
from  the  state  highway  improvement  fund,  provided  by  an  an- 
nual levy  of  3-mill  on  all  taxable  property  in  the  state.  Of  all 
money  raised  by  this  levy,  75  per  cent,  is  to  be  applied  for  the 
construction,  improvement  or  maintenance  and  repair  of  an  in- 
ter-county system  of  highways  and  the  remaining  25  per  cent, 
for  the  construction,  improvement,  maintenance  and  repair 
of  centain  main  market  roads.  The  fund  derived  from  the 
automobile  license  fees  is  devoted  to  the  repairing,  maintaining, 
protecting,  policing  and  patrolling  of  public  highways  under 
the  supervision  of  the  State  Highway  Commission,  and  is  not 
apportioned  to   the  several  counties. 

The  Highway  Commissioner  is  empowered  to  purchase  equip- 
ment and  material  and  employ  labor  for  the  construction  of 
main  market  roads  without  letting  contracts  for  the  work,  and 
he  is  also  authorized  to  use  convict  labor  for  that  work.  When 
convicts  are  used  for  this  work  the  cost  of  their  transportation, 
guarding  and  maintenance  is  paid  from  the  funds  appropriated 
for    the    penitentiary    or    reformatory    from    which    they    come. 

Funds  for  the  payment  of  a  county's  portion  of  the  expense 
of  road  improvement  are  secured  by  a  county  tax  levy  not 
exceeding  one  mill  on  the  dollar  on  all  taxable  property  in  the 
county.  This  levy  is  in  addition  to  all  other  levies  in  the 
county  for  county  purposes,  subject  to  the  maximum  limita- 
tion on  all  levies.  Funds  for  the  payment  of  the  township's 
portion  of  the  cost  of  road  work  are  provided  for  by  a  levy 
not  to  exceed  three  mills  upon  the  dollar  on  all  taxable  prop- 
erty in  the  township  or  townships  in  which  the  road  improve- 
ment is  situated.  This  tax  is  levied  by  the  county  commis- 
sioners or  township  trustees. 

If  the  county  commissioners  of  any  county  do  not  make  use 
of  the  apportionment  made  to  that  county  on  or  before  the  first 
day  of  May  following  the  making  of  the  apportionment,  the 
State  Highway  Commissioner  may  make  such  improvements  as 
are  desirable  either  by  contract,  force  account  or  in  such  man- 
ner as  may  be  deemed  for  the  best  interest  of  the  public,  paying 
the  full  cost  of  the  expense  thereof  from  the  apportionment  to 
the  county.  Township  trustees  may  apply  for  the  improvement 
of  inter-county   highways,   through   the   county   commissioners. 


OKLAHOMA 

Through  constitutional  provision  ond  a  law  passed  by  the  last 
Legislature  the  central  road  authority  of  the  state  is  vested 
in  a  Department  of  Highways  in  charge  of  a  Commissioner 
of  Highways,  appointed  by  the  Governor  at  an  annual  salary 
of  $2,500,  who  exercises  supervision  over  all  matters  relating 
to  state  roads,  highways  and  bridges.  The  chief  executive 
ofBcer  under  the  commissioner  is  the  State  Engineer,  appointed 
by  the  commissioner,  who  is  also  empowered  to  appoint  an  As- 
sistant State  Engineer  and  a  stenographer,  who  shall  be  sec- 
retary to  the  commissioner.  Appropriations  are  to  be  made 
to  cover  the  expenses  of  the  department. 

The  county  is  the  unit  in  local  road  administration  and  the 
board  of  county  commissioners  is  empowered  to  employ  a 
county  engineer  who  may  serve  for  more  than  one  county. 
Upon  the  appointment  of  the  county  engineer,  the  board  of 
county  commissioners  is  required  to  select  for  improvement 
not  less  than  10  per  cent,  nor  more  than  15  per  cent,  of  the 
main  traveled  roads  of  the  county,  outside  the  limits  of  cities 
and  towns,  which  shall  be  mapped  and  designated  as  state 
roads.  Such  roads  may  be  improved  either  by  contract  or 
volunteer  subscription,  convict  or  day  labor  or  by  force  ac- 
count. All  bridge  and  culvert  contracts  involving  an  expen- 
diture of  more  than  $200  shall  be  awarded  in  competition. 

A  tax  of  one-fourth  mill  is  levied  on  all  taxable  property  for 
the  creation  and  maintenance  of  a  state  levy  construction 
fund,  each  county  to  share  therein  according  to  the  amount 
received  from  such  county.  County  excise  boards  may  levy  an 
ad  valorem  tax  of  y^  mill  which  shall  be  converted  into  a 
county  road  construction  fund,  provided  that  the  county  levy 
for  current  expenses  shall  not  exceed  8  mills.  Counties  mak- 
ing such  levy  are  entitled  to  receive  all  money  to  their  credit 
in  the  state  fund. 

The  Department  of  Highways  is  charged  with  the  licensing 
of  motor  vehicles.  Of  the  funds  received  from  this  source 
10  per  cent,  is  to  be  paid  into  the  general  fund  of  the  state 
and  the  balance  is  to  be  returned  to  the  counties  to  be  credited 
to   the   county   road   maintenance   fund. 

Convict  labor  is  authorized,  the  state  furnishing  tools  and 
machinery,  food,  clothing  and  supervision.  The  county  in 
which  the  convicts  are  to  work  is  required  to  provide  trans- 
portation for  the  men  and  equipment,  subsistence  for  animals. 


fuel  and  materials  for  construction.  Regulations  are  to  be 
formulated  regarding  time  allowance  for  good  behavior  and 
efflclent  service   of  convicts. 


ORBGON 

A  State  Highway  Commission  was  established  in  Oregon  by 
the  Legislature  of  1913.  The  Highway  Commission  consists 
of  the  Governor,  the  Secretary  of  State  and  the  State  Treasurer, 
the  Governor  being  the  Chairman.  This  commission  appoints 
a  Chief  Deputy  in  the  office  of  the  State  Engineer,  at  an 
annual  salary  of  $3,000  to  act  as  the  executive  of  the  com- 
mission. The  duties  of  the  commission  are  to  have  general 
supervision  over  the  construction  of  state  roads  and,  through 
the  Chief  Deputy  State  Engineer,  to  furnish  advice  to  county 
road  authorities,  furnishing  specifications  on  request;  to  com- 
pile statistics,  and  to  plan  a  system  of  trunk  line  roads  to  be 
improved  and  maintained  at  the  cost  of  the  state.  It  is  spe- 
cifically provided  that  the  commission  shall  build  such  roads 
as  in  its  judgment  seem  for  the  best  interest  of  the  state  but 
that  such  roads  shall  lead  into  or  toward  the  chief  market 
centers  of  the  state  and  shall  connect,  as  far  as  possible, 
with   the  principal  county  roads. 

The  local  units  in  road  work  in  Oregon  are  the  counties  and 
road  districts.  The  authorities  having  charge  of  county  work 
are  the  county  courts,  which  act  through  road  masters,  one  or 
more  in  each  county,  appointed  by  them.  It  is  the  duty  of 
the  county  courts  to  divide  the  counties  into  road  districts,  in 
each  of  which  a  road  supervisor,  appointed  by  the  court,  has 
direct  charge  of  road  work.  Two  or  more  counties  may  form 
a  joint  road  district.  County  judges  -are  elected  for  four- 
year  terms,  the  elections  occurring  In  November  of  even  years. 
Surveys  for  road  work  are  made   by  the   county  surveyor. 

County  authorities  are  empowered  to  levy  annual  taxes  not 
exceeding  ten  mills  on  the  dollar  of  all  taxable  property  in 
the  county  for  road  purposes.  County  courts  are  also  em- 
powered to  issue  bondjr.  for  road  construction.  These  bonds 
must  bear  interest  not  exceeding  6  per  cent,  and  must  not  ex- 
ceed, together  with  all  other  outstanding  bonds,  2  per  cent,  of 
the  assessed  valuation  of  the  county.  It  is  also  provided  that 
a  special  fund  must  be  set  aside  for  repaying  the  bonds.  Road 
districts  are  also  empowered  to  levy  special  taxes  for  road 
construction,  the  amount  realized  to  be  paid  to  the  county  and 
placed  to  the  credit  of  the  district  as  a  special  road  fund. 
Whenever  the  road  fund  of  a  district  amounts  to  $1,000  or 
more,  whether  obtained  from  the  general  road  fund  or  voted 
by  the  district  as  a  special  fund,  plans  and  specifications  for 
the  proposed  work  must  be  prepared  by  the  county  road  master 
or  the  county  surveyor. 

Prisoners  in  county  jails  are  under  the  control  of  the  county 
courts  and  may  be  required  to  work  upon  the  roads.  The 
Governor  is  also  empowered,  upon  request  from  county  courts, 
to  detail  state  prisoners  for  work  on  the  roads  or  to  detail 
convicts  to  work  on  state  roads  under  the  Highway  Com- 
mission. 

The  law  provides  that  a  state  road  fund  be  created  by  a 
state  tax  of  one-fourth  mill  on  each  dollar  of  assessable  prop- 
erty within  the  various  counties,  the  tax  to  be  collected  by  the 
counties  and  paid  to  tl?e  State  Treasurer.  All  money  in  this 
state  road  fund  is  at  the  disposal  of  the  State  Highway  Com- 
mission. The  law  also  appropriated  $10,000  or  as  much  thereof 
as  necessary  for  the  administration  of  the  Highway  Depart- 
ment until  funds  should  become  available  from  the  state  road 
tax. 

County  courts  are  authorized  to  apply  county  funds  to  bridge 
building,  and  counties  are  authorized  to  issue  bonds  for  the 
purpose    of   constructing   inter-state    bridges. 

The  law  provides  for  graduated  automobile  license  fees  and 
operators'  licenses  and  provides  that  all  money  remaining  in 
the  motor  vehicle  fund  on  the  first  day  of  December  each  year, 
after  the  payment  of  the  expenses  connected  with  the  regula- 
tion of  motor  vehicles,  shall  be  apportioned  among  the  various 
counties,  in  proportion  to  the  amount  received  from  each  county 
for  licences,  to  go  into  the  road  funds  of  the  respective  counties. 
The  fees,  penalties  or  forfeitures  collected  by  county  judicial 
officers  are  paid  into  the  general  road  fund  of  the  county  in 
which   collected. 


PENNSYLVANIA 

A  law  enacted  by  the  Legislature  in  1911  authorized  the 
establishment  of  a  State  Highway  Department,  at  the  head 
of  which  is  a  State  Highway  Commissioner  appointed  by  the 
Governor  for  a  term  of  four  years,  at  an  annual  salary  of 
$8,000.  Two  deputy  commissioners,  known  as  first  and  second 
deputies,  are  appointed  by  the  Governor  at  an  annual  salary  of 
$6,000  each.  Tiie  Governor  is  also  authorized  to  appoint  a 
Chief  Engineer  of  the  department  at  an  annual  salary  of  $7,000. 


GOOD    ROADS 


August  7,  1915 


Tk*  dapu-tmant  alao  haa  an  auditor  and  a  atatUtlclan.  Tha 
eOBmlaatonar  appolnu  aa  an  aaaiatant  to  tha  chief  enginear, 
a>  ansinear  ot  brldcaa.  Ha  may  also  appoint  not  to  exceed 
It  aaaiatant  anrinaara,  and  SO  auperintendents  of  highways, 
a  chief  draftsman,  who  ahall  be  a  civil  engineer,  an  engineer 
ot  maintenance,  an  engineer  of  construction,  and  a  staff  of 
elarka  and  draftamen  and  other  employes  as  may  be  needed. 
Tk*  aaaiatant  angtnaara  ara  assigned  to  districts  throughout  the 
•tata,  and  they  ara  In  charge  of  the  conatructlon  of  state  roada, 
which  ara  built  and  maintained  at  the  expense  of  the  state, 
and  of  auta  aid  roads,  which  are  built  in  co-operation  with 
coaatlea  or  townahipa.  Boards  of  county  commisaionere,  three 
la  a  county,  elected  by  the  people  for  four-year  terras,  are  In 
dutrga  of  county  work:  and  township  supervisors,  three  to  a 
townahlp.  also  elected  by  the  people  to  alx-year  terms,  have 
■aparTlalon  over  townahlp  work. 

Tka  L«gialature  of  1913  passed  a  law  esUblishing  a  Bureau 
of  Townahlp  Highwaya  under  the  State  Highway  Department. 
This  bureau  la  under  the  direction  of  the  First  Deputy  State 
Highway  Commlsaioner,  and  haa  general  supervision  of  the 
township  roada  other  than  those  designated  in  the  act  of  1911 
aatablishing  the  department. 

Township  supervisors  purchase  machinery  and  materials,  levy 
tjLz«»— which  are  i>aid  in  cash — and  Improve  township  roads 
either  by  contract  or  force  account 

State  aid  Is  extended  to  counties  or  townships  upon  petition 
by  the  county  commissioners  or  township  supervisors  to  tha 
State  Highway  Department.  The  state  pays  50  per  cent,  of 
the  cost  of  constructing  state  aid  roads.  The  1911  law  ap- 
propriated tl.OOO.OOO  for  the  construction  and  maintenance  ot 
roads  designated  as  state  highways  and  $1,000,000  for  carrying 
out  tha  provisions  of  the  state  aid  clause  of  the  act.  The  1913 
L«^alature  appropriated  (1,400,000  for  state  highways  and 
axpanaaa,  $1.&00,000  for  maintenance  and  expenses,  (900,000  for 
state  aid.  tSOO.OOO  for  state  aid  maintenance  and  (250,000  for 
the  Township  Road  Bureau.  In  addition  to  the  above  the  1913 
Legislature  appropriated  (1,700,000  received  from  the  taxation 
of  motor  vehicles  to  the  State  Highway  Department  for  the 
construction  and  maintenance  of  state  highways  and  (500,000 
from  the  same  source  for  maintenance  of  state  aid  roads.  The 
1>1S  legislature  appropriated  (8,300,000  for  construction,  main- 
tenance, etc..  during  the  ensuing  two  years.  Apportionment 
of  the  state  aid  fund  is  made  among  the  counties  according 
to  mileage  of  roads  In  each  county.  State  aid  roads  are 
maintained  under  the  supervision  of  the  State  Highway  De- 
partment, and  the  state  pays  50  per  cent,  of  the  cost. 


RHODE  ISI,AND 

A  legislative  measure  enacted  in  1902  established  a  State 
Board  of  Public  Roads  and  authorized  the  laying  out  of  a 
syatem  of  state  roads  to  be  built  and  maintained  at  the  ex- 
pense of  the  state. 

Tha  board  consists  of  Ave  members,  one  from  each  county  In 
the  state,  apoplntad  by  the  Governor,  one  every  year  for  a 
term  of  five  years.  The  members  of  the  board  receive  (1,000 
per  year,  (500  each  from  the  Road  Department  and  (500  from 
tha  receipts  of  the  Automobile  Department.  They  are  also  re- 
tanburaad  for  their  actual  expenses.  The  sum  ot  (5,000  per 
year  is  appropriated  for  engineering  assistance  and  clerk  hire. 
Surveys  and  maps,  together  with  recommendation  for  state 
road  work,  are  submitted  by  the  board  to  the  General  Assembly 
and  that  body  authorizes  whatever  work  it  may  approve  and 
makes  appropriations  to  defray  the  estimated  cost  thereof. 
Tba  law  provides  that  all  roads  built  at  the  expense  of  the 
state  shall  have  a  width  of  14  to  18  ft.  and  wider  at  corners  if 
tha  Board  of  Public  Roads  so  decides.  Work  is  done  by  con- 
tract. Bids  may  be  submitted  by  towns  or  cities  for  work 
within  their  limits,  and  preference  Is  given  such  towns  or 
cities  If  their  bids  are  no  higher  than  those  of  individuals  or 
contracting    firms. 

The  town  Is  the  unit  In  local  road  work.  Each  town  main- 
tains Its  own  system  of  administration.  Some  towns  elect  road 
commissioners  or  highway  surveyors,  in  others  the  town  coun- 
cil or  board  of  aldermen  appoint  road  officials,  or  direct  the 
work  themselves.  Appropriations  for  town  road  Improvement 
and  maintenance  are  made  at  town  meetings,  and  each  town 
decides  whether  road  taxes  shall  be  paid  In  cash  or  statute 
Ubor. 

SOUTH  CAROLINA 

The  laws  of  the  state  authorize  the  Department  of  Agrlcul- 
tore.  Commerce  and  Industries,  to  collect  statistics  of  road 
work  done  In  the  various  counties  of  the  state,  and  the  State 
University  maintains  a  course  In  road  building  In  Its  engineer- 
ing department. 

Tba  administration  of  road  work  Is  entirely  within  the  lurls- 
dietlon  ot  tha  conntiaa.     County  commlsslonara,  elected  by  the 


people  In  November  of  even  years  for  two-year  terms,  have 
charge  of  the  work.  These  officers,  except  In  a  few  Instances, 
take  office  about  the  loth  of  January  following  election. 
Methods  of  administration  vary  in  the  different  counties.  In 
some  of  the  counties  public  highway  commissioners  are  elected 
and  In  others  the  county  commissioners  appoint  county  engi- 
neers. In  most  counties,  however,  the  work  is  under  the  super- 
vision ot  a  county  supervisor  elected  by  the  people  at  the  same 
time  as  the  county  commissioners.  County  commissioners 
purchase  machinery  and  materials,  and  levy  taxes.  Taxes 
may   be   paid  either   in   cash   or  in  labor  on   the  roads. 

Convict  labor  is  used  in  all  the  counties  in  the  construction 
of   permanent   roads. 


SOUTH   DAKOTA 

At  the  1913  session  ot  the  Legislature  a  law  was  passed  es- 
tablishing a  State  Highway  Commission  to  consist  ot  three 
members,  one  from  each  congressional  district  ot  the  state,  to 
be  appointed  by  the  Governor — one  to  serve  two,  one  three  and 
the  other  four  years.  The  duties  of  the  commission  are  to  give 
advice  and  assistance  to  local  authorities,  investigate  the  loca- 
tion ot  road  materials  throughout  the  state,  ascertain  the  most 
approved  methods  for  the  improvement  of  the  roads,  Investigate 
the  laws  ot  other  states  and  supervise  work  on  state  roads. 
It  Is  provided  that  the  State  Highway  Commission  may  desig- 
nate certain  roads  as  state  roads  upon  application  from  the 
county  authorities  and  that  the  construction  or  improvement 
ot  such  roads  shall  be  carried  out  by  the  county  authorities 
under   the    supervision    of    the    commission. 

Two  systems  of  local  administration  are  in  force  in  the 
state — one  known  as  the  county  system  and  the  other  as  the 
township  system.  In  counties  operating  under  the  county 
system,  road  work  is  in  charge  ot  boards  of  county  commis- 
sioners, consisting  ot  not  less  than  three  nor  more  than  five 
members  elected  by  the  people.  In  counties  under  the  town- 
ship system  a  township  board  ot  three  supervisors,  also  elected 
by  the  people,  has  supervision  over  road  wrok.  Maclilnery 
and  materials  are  purchased  by  county  commissioners  or  town- 
ship supervisors,  according  to  the  system  under  which  the 
work  Is  done.  In  some  counties  all  road  taxes  are  paid  in  labor 
and  in  others  partly  in  labor  and  partly  in  cash.  Taxes  are 
levied  by  county  commissioners  and  township  supervisors.  An 
appropriation  of  (9,323.59  was  this  year  made  from  the  general 
fund  ot  the  state  to  be  apportioned  among  the  counties,  accord- 
ing to  the  number  of  automobiles  assessed  in  each,  and  credited 
to  the  automobile  road  fund  ot  the  county.  At  the  end  ot  each 
fiscal  year,  the  state  auditor  is  directed  to  apportion  among 
the  counties  any  balance  arising  from  motor  vehicle  licences. 


TBXAS 

The  general  statutes  make  the  county  the  unit  In  road  work. 
A  law  passed  in  1909  permits  the  formation  of  districts  or  pre- 
cincts within  the  counties.  These  districts  are  authorized  to 
issue  bonds  and  otherwise  raise  funds  and  conduct  road  im- 
provements, under  the  general  supervision  ot  the  coutity  of- 
ficials. 

The  roads  in  the  counties  are  under  the  control  of  county 
judges  and  county  commissioners  who  compose  the  commis- 
sioners' court.  There  are  four  commissioners  and  one  judge 
in  each  such  court.  The  members  of  the  commissioners'  court 
are  elected  by  the  people  ot  the  counties  in  November  ot  even 
years  for  two-year  terms. 

Road  work  in  districts  or  precincts  is  executed  under  the 
supervision  ot  district  trustees,  appointed  by  the  commissioners' 
court  at  the  same  time  as  the  court  orders  an  election  tor  a 
district  bond  issue  on  request  ot  the  voters.  Road  districts 
are  under  the  supervision  of  the  county  commissioners  unless 
otherwise  provided  by  special  legislative  act.  Some  counties 
operate  iinder  such  special  laws.  Machinery  and  materials  are 
purchased  and  taxes  are  levied  by  the  commissioners'  court. 
Taxes  are  paid  in  cash  and  work  is  done  by  contract,  in  most 
cases.  Sometimes,  however,  the  court  does  the  work  by  force 
account. 


tbnnesske; 

The  Ijeglslature  ot  1915  passed  an  act  creating  a  State  High- 
way Commission  composed  ot  the  Governor,  the  State  Geologist 
and  the  Dean  ot  the  Engineering  Department  ot  the  Univer- 
sity of  Tennessee,  ex-offlclo,  and  three  members  to  be  ap- 
pointed by  the  Governor,  one  from  each  grand  division  ot  the 
state.  The  members  serve  tor  six  years  and  receive  expenses 
and    mileage. 

The  commission  Is  empowered  to  elect  a  chairman  and  to 
appoint  a  secretary,  each  to  serve  for  two  years. 


August  7,  1915 


GOOD    ROADS 


95 


The  commission  is  required  to  establish  standards  for  the 
construction  and  maintenance  of  roads,  to  act  in  an  advisory 
capacity  to  county  and  district  road  officials  and  to  exercise 
general  supervision  over  state  road  and  bridge  work.  It  is 
required  also  to  designate  main  traveled  roads  in  each  county 
which  will  connect  all  county  seats,  to  be  embodied  in  the 
general  highway  plan  of  the  state.  Such  roads  shall  be  under 
the  Jurisdiction  of  the   Commission. 

The  funds  received  from  motor  vehicle  taxes  are  set  aside 
for   highway   work   in   the   state. 

While  some  of  the  counties  are  operating  under  special  laws 
permitting  various  local  organizations  to  have  supervision  of 
roads,  the  general  statutes  invest  the  judges  of  county  courts 
of  each  county  with  jurisdiction  over  all  roads  in  the  county. 
The  judges  are  chairmen  of  the  county  courts,  the  members  of 
which  are  elected  by  the  people. 

At  the  January  term  of  each  odd  year,  the  county  court 
divides  the  county  into  one  or  more  road  districts  and  elects 
a  road  commissioner  In  each  district  to  have  general  super- 
vision  over  the  roads  of   his  district. 

At  the  January  term  every  fourth  year,  a  board  of  turnpike 
commissioners  is  elected  by  the  county  court.  This  board  Is 
composed  of  three  persons,  the  county  judge,  who  is  ex-offlcio 
chairman,  and  two  freeholders  of  the  county  not  members  of 
the  county  court.  It  is  the  duty  of  this  board  to  look  after  all 
turnpikes  and  toll  roads  in  the  county,  keep  thera  in  repair  and 
report  to  the  county  court. 

The  road  commissioners  of  each  district  appoint  in  January 
of  each  year  a  road  overseer  for  each  section  of  road  as  estab- 
lished by  the  county  court. 

Taxes  are  payable  in  labor  or  cash,  labor  varying  in  number 
of  days  from  four  to  eight  per  year,  as  determined  by  the 
county  courts,  and  rated  as  equivalent  to  75  cts.  per  day  in 
cash.  All  able-bodied  men  between  18  and  50  years  of  age 
are  subject  to  road  duty.  A  tax  of  2  cts.  on  the  ?100  is  also 
assessed  annually,  two-thirds  of  which  may  be  worked  out. 
Two-thirds  of  the  proceeds  of  this  tax  must  be  expended  in  the 
district   in    which   it   is   paid. 

One-fourth  of  the  entire  assessment  for  county  purposes  must 
be  set  aside  by  the  county  court  for  road  work  and  appor- 
tioned among  the  several  districts  according  to  road  mileage. 
County  convicts  may  be  worked  upon  the  roads,  subject  to 
the   direction   of  the   county  courts. 

By  the  terms  of  a  law  enacted  by  the  1913  Legislature 
counties  are  authorized  to  vote  bonds  for  the  construction  of 
roads.  Another  law  passed  at  the  same  time  provides  that  road 
districts  may  be  formed  for  the  purpose  of  voting  bond  issues 
within   their   limits. 

UTAH 

A  State  Highway  Commission,  consisting  of  the  Governor,  the 
State  Engineer,  the  State  Treasurer  and  one  member  each  of 
the  faculties  of  the  Agricultural  College  of  Utah  and  the  Uni- 
versity of  Utah,  was  established  by  a  law  enacted  in  1909.  The 
same  act  established  state  aid  in  the  construction  of  highways. 
The  members  of  the  commission  serve  without  compensation. 
The  duties  of  the  commission  are  to  select  the  roads  which 
make  up  a  system  of  state  roads  prescribed  by  the  law,  prepare 
plans  and  specifications  for  the  benefit  of  county  authorities 
and  to  direct  the  expenditure  of  the  state  building  fund. 

The  county  is  the  unit  In  road  work.  Two  county  commis- 
sioners in  each  county  are  elected  in  November  of  even  years 
to  serve  two  and  four  years  respectively.  A  county  road 
commissioner  is  appointed  in  each  county  every  two  years  by 
the  county  commissioners  to  take  entire  charge  of  road  work. 
The  county  commissioners  have  charge  of  surveying,  laying 
out,  constructing  and  maintaining  all  county  roads.  The 
actual  work  pertaining  to  these  duties  is  done  by  the  county 
road  commissioner. 

The  last  Legislature  passed  a  motor  vehicle  tax  law,  part  of 
the  proceeds  from  which  will  exceed  $100,000  per  annum,  and 
is  to  be  available  for  road  work. 

A  standard  system  of  road  construction  is  prescribed  by  law 
and  applies  to  all  roads  in  the  state  outside  of  incorporated 
cities  and  towns,  with  reference  to  the  relative  width  of  side- 
walks, tree  space,  etc.  The  law  authorizes  the  use  of  convict 
labor  on  public  roads.  The  use  of  county  prisoners  is  subject 
to  regulations  made  by  the  county  commissioners,  and  that  of 
state  prisoners  is  subject  to  regulations  established  by  the 
State   Board  of  Correction. 

The  state  aid  fund  is  divided  equally  among  the  counties  and 
the  cost  of  construction  is  paid  on  a  basis  of  assessed  valua- 
tion. Counties  having  an  assessed  valuation  of  less  than 
$2,000,000  duplicate  one-fourth  of  the  state  appropriation; 
counties  having  between  $2,000,000  and  $4,000,000  duplicate  one- 
half  of  the  state  appropriation;  counties  of  over  $4,000,000 
duplicate  the  full  amount  of  the  state  appropriation.  In  ad- 
dition,   whenever    the    State    Road    Commission    decides    to    im- 


prove roads  in  any  county,  a  special  road  tax  not  to  exceed  6 
mills  on  the  dollar  is  levied  by  the  county  commissioners  on  all 
taxable  property  in  the  precinct.  Cities  may  levy  a  special 
tax  not  to  exceed  2  mills  for  use  on  the  state  road  system  within 
the  city  limits. 


VERMONT 

Under  the  state-aid  law  passed  In  1898  and  subsequent 
amendments,  state  highway  work  is  in  the  hands  of  the  State 
Highway  Commissioner,  who  Is  appointed  biennially  by  the 
Governor  with  the  advice  and  consent  of  the  Senate.  Of  the 
total  road  mileage  of  the  state,  about  4,000  miles  are  Included 
in  the  system  of  highways  designated  as  state  roads.  The 
expenditures  of  state  funds  are  made  on  these  roads  only  and 
these  roads  are  also  the  only  ones  over  which  the  state  has 
direct  control. 

Funds  for  state  work  are  derived  from  a  5  per  cent,  tax 
on  the  grand  list  of  the  towns,  paid  to  the  state  and  paid  back 
to  the  towns  upon  the  basis  of  the  mileage  of  roads  In  each; 
from  an  annual  state  appropriation,  part  of  which  is  used  to 
meet  money  voted  especially  by  the  towns  and  the  balance  of 
which  is  expended  by  the  State  Highway  Commissioner;  and 
from  the  fees  obtained  from  the  registration  of  automobiles, 
which  are  used   for  the   maintenance  of  state   roads. 

The  State  Highway  Commissioner  has  charge  of  the  location 
of  state  work,  but  usually  makes  such  locations  after  consul- 
tation with  town  authorities  and  generally  with  their  approval. 
The  supervision  of  such  work  is  entirely  by  the  state.  State 
roads  are  maintained  by  the  town  road  commissioner,  who  re- 
ceives for  the  work  a  portion  of  the  state  maintenance  fund 
if  the  work  is  satisfactorily  done.  The  state  has  no  control 
over  this  work  except  through  this  apportionment  of  state 
money.  In  addition,  a  law  passed  in  1912  enables  the  towns  to 
establish  patrol  routes  with  the  approval  of  the  State  High- 
way Commissioner,  in  which  case  the  towns  appropriate  cer- 
tain sums,  the  state  taking  over  the  work  of  maintaining  the 
roads  and  paying  the  balance  of  the  cost. 

In  addition  to  this  work  by  the  state,  aid  is  extended  to 
the  towns  in  the  construction  of  bridges  under  the  provi- 
sions of  a  law  passed  in  1915.  The  appropriation  available  for 
this  work  is  at  present  $16,000.  It  must  be  devoted  to  bridges 
of  spans  ranging  from  4  to  30  ft.,  located  on  state  roads.  The 
maximum  aid  extended  amounts  to  25  per  cent,  of  the  cost, 
but  must  not  exceed  $300  on  any  one  bridge.  The  services  of 
an  engineer  are  also  provided  by  the  state  for  this  work. 

Work  on  roads  other  than  state  roads  situated  within  the 
limits  of  towns  is  controlled  solely  by  the  towns,  except  that 
each  town  is  obliged  by  law  to  raise  and  expend  on  its  roads 
a  sum  equal  to  20  per  cent,  of  its  grand  list.  There  are  three 
selectmen  in  each  town  who  are  elected  for  three-year  terms, 
one  each  year  at  the  March  election.  At  tlie  same  time  a 
road  commissioner  is  elected  in  each  town  for  a  one-year  term. 
Selectmen  and  the  road  commissioners  take  oflice  Immediately 
upon  election.  The  selectmen  purchase  road  materials  and  lo- 
cate  all   roads  except   state   roads. 

VIRGINIA 

A  legislative  act  approved  March  6,  1906,  established  a  State 
Highway  Commission.  The  commission  consists  of  a  State 
Highway  Commissioner,  appointed  by  the  Governor,  and  the 
professors  of  civil  engineering  of  the  University  of  Virginia, 
Virginia  Military  Institute  and  Virginia  Agricultural  and  Me- 
chanical and  Polytechnical  Institute,  each  designated  by  the 
board  of  visitors  of  his  respective  institution.  The  State  High- 
way Commissioner  has  general  supervision  over  the  main 
traveled  roads  of  the  state  and  may  recommend  to  local  au- 
thorities any  needed  improvements.  He  is  appointed  for  a  term 
of  six  years,  the  first  six-year  term  beginning  July  1,  1908. 
His  annual  salary   is   $3,000. 

The  county  is  the  unit  in  road  work  in  Virginia.  The  gen- 
eral road  laws  of  the  state  provide  that,  except  in  countii 
where  some  special  law  is  in  effect,  the  control  of  roads  is  in 
the  hands  of  county  boards  of  supervisors  consisting  of  from 
three  to  seven  members.  These  boards  take  office  January  1, 
and  serve  four  years.  The  last  election  was  held  in  January, 
1912.  County  road  superintendents,  appointed  by  the  board  of 
supervisors,  have  charge  of  the  work  of  highway  improvement. 
The  superintendent  is  appointed  for  a  two-year  term  In  Janu- 
ary  of  even   years. 

The  board  of  supervisors  may  appoint  a  road  superintendent 
for  each  magisterial  district.  In  counties  where  every  magis- 
terial district  has  a  road  superintendent  it  is  optional  with 
the  board  whether  or  not  a  county  superintendent  is  appointed. 
In  larger  counties  where  there  is  only  the  county  superinten- 
dent, the  county  may  be  divided  into  road  districts.  Work  in 
these  districts  is  under  the  supervision  of  the  superintendent 
or   a   deputy. 


96 


GOOD    ROADS 


August  7,  1915 


«  A  Ux  of  not  mora  than  «•  conU  on  the  hundred  dollars  on 
«U  rt^l  and  peraooal  property  In  the  county  is  levied  annually 
by  Um  board  of  •uparvisors  for  carrying  on  road  work.  Bonds 
bmlt  be  Issued  by  any  county  by  vote  of  the  people,  tlie  <tues- 
itoa  bains  submitted  by  order  of  the  circuit  court  upon  peti- 
UoB  by  a  majority  of  the  board  of  supervisors. 

^^■ly  of  the  counties  work  under  special  road  laws,  in  which 
run  the  (eneral  laws  do  not  apply. 

By  Tirtue  of  a  law  passed  in  l»os,  and  amended  in  1910,  an 
^n«"-l  sum  U  appropriated  for  distribution  among  the  coun- 
l^f^  as  state  aid  In  highway  improvement.  The  amount  ap- 
propriated for  1»1«  was  IISMOO  and  for  lt)15  Illi&.OUO.  In  addl- 
UoB  to  this  the  automobile  license  fees  are  paid  into  the  state 
traaaury  and  constitute  a  special  fund  appropriated  for  high- 
way improvement.  The  money  is  apportioned  according  to  the 
respective  amounu  of  state  taxes  paid  into  the  state  treasury. 
The  cost  of  roads  for  which  state  aid  money  is  expended  la 
equally  divided  between  the  state  and  the  county  in  which  the 
work  Is  done. 

Stale  convicts  are  worked  on  roads  as  a  form  of  state  aid, 
by  the  provisions  of  a  law  passed  in  1906.  When  convict  labor 
U  employed  the  counties  supply  materials,  tools  and  supplies, 
and  pay  the  salary  of  an  engineer  appointed  by  the  State  High- 
way Commissioner  to  supervise  the  work.  In  certain  cases 
of  felony  the  prisoners  may  be  sentenced  to  work  on  the  roads 
Instead  of  to  Imprisonment  In  the  penitentiary. 

Counties  can  not  obtain  both  money  aid  and  convict  labor 
In  the  same  year. 

WASHINGTON 

Stat*  laws  enaoted  In  1>07  created  a  state  department  known 
as  the  State  Highway  Board,  composed  of  the  Governor,  the 
State  Treasurer,  State  Auditor,  a  State  Highway  Commissioner, 
and  a  member  of  the  State  Railroad  Commission,  designated  by 
the  Governor. 

The  State  Highway  Commissioner  Is  the  chief  executive  of- 
ficer and  Secretary  of  the  Board.  He  Is  apoplnted  by  the  Gov- 
ernor for  a  term  of  four  years  at  an  annual  salary  of  $5,000.00. 
The  term  of  the  present  Commissioner  began  Dec.  11,  1913. 
His  duties  are  to  compile  statistics  relative  to  public  highways 
throughout  the  state,  advise  county  officials  and  supervise  the 
expenditure  of  all  appropriations  from  the  Public  Highway 
Fund.  He  may  employ  engineers  and  other  assistants,  and  has 
general  direction  of  all  contract  and  force  account  work  on 
state  highways,  and  must  approve  plans,  specifications,  con- 
tracts, and  make  final  inspection  of  all  permanent  highways, 
done  under  the  supervision  of  the  county  authorities. 

Two  classes  of  roads  come  under  direct  supervision  of  the 
State  Highway  Board,  through  the  State  Highway  Commis- 
sioner: State  roads  which  are  built  and  maintained  entirely  at 
the  expense  of  the  state,  and  permanent  highways  which  are 
built  and  maintained  from  the  Permanent  Highway  Fund.  This 
fund  is  created  by  a  114 -mill  levy,  and  each  county  is  entitled  to 
expend  Its  portion  of  the  taxes  collected. 

A  system  of  county  government  is  established  by  law.  It 
contains  a  provision  for  township  organization  upon  a  major- 
ity vote  by  the  citizens  of  any  county.  The  governing  of- 
ficials of  the  county  are  county  commissioners,  elected  by 
the  people  In  November  of  even  years.  There  are  three  com- 
missioners, two  being  elected  every  two  years,  and  one  every 
four  years,  the  long  term  alternating  among  the  three.  Un- 
less the  county  Is  under  township  organization  the  county 
commissioners  divide  the  county  into  districts  and  appoint  a 
road  supervisor  in  each  district,  to  serve  at  the  pleasure  of  the 
county  commissioners.  The  duties  of  the  road  supervisors  are 
to  keep  the  roads  and  bridges  in  their  several  districts  in  re- 
pair, and  supervise  the  highways  generally,  under  the  direc- 
tion of  the  county  commissioners. 

A  county  engineer  Is  elected  by  the  people  of  each  county 
tor  a  term  of  two  years.  His  election  takes  place  In  November 
of  even  years.  His  duties  are  to  make  plana  and  profiles  of 
all  roads  to  be  Improved  and  to  make  recommendations  as  to 
the  character  of  proposed  improvement.  All  county  commis- 
sioners and  engineers  take  otCice  on  the  second  Monday  In 
Janoary  following  election. 

WBST  VIRGINIA 

A  law  passed  by  the  Legislature  In  February,  1913,  estab- 
lished a  State  Road  Bureau,  consisting  of  the  professor  in 
charge  of  railway  and  highway  department  of  the  State  Uni- 
versity, who  shall  be  the  Chief  Road  Engineer  and  the  chalr- 
naa  of  the  Road  Bureau;  the  director  of  the  experimental 
station  at  the  university  for  the  time  being,  and  two  addi- 
tional members  to  be  appointed  by  the  Oovernor,  to  serve 
during  his  pleasure.  The  professor  In  charge  of  the  railway 
and  highway  department  at  the  State  University  Is  also  ap- 


pointed by  the  Governor,  and  he  serves  during  the  term  of 
office  of  the  Governor  appointing  him,  or  until  his  successor  is 
appointed.  His  salary  is  placed  at  $3,500  annually,  and  the 
two  other  members  of  the  bureau  each  receive  $10  per  day, 
not  exceeding  90  days  in  any  one  year,  for  every  day  employed 
in  the  duties  of  the  office.  By  the  provisions  of  this  law  the 
State  Road  Bureau  was  ordered  to  assemble  and  organize  as 
soon  as  possible  after  July  1st,  1913.  This  bureau  is  author- 
ized to  have  general  supervision  over  all  public  roads  as  far  as 
may  be  consistent  with  the  authority  over  the  roads  already 
conferred  on  county  courts  by  the  state  constitution. 

The  principal  functions  of  this  bureau  are  to  compile  statis- 
tics, to  aid  county  officials  and  advise  them  as  to  construction, 
improvement  and  maintenance  of  public  roads  and  bridges, 
and  to  carry  out  such  arrangements  as  may  be  made  respect- 
ing roads  and  bridges  with  the  several  county  courts.  The 
bureau  is  also  required  to  cause  plans,  specifications  and  esti- 
mates to  be  prepared  when  required  to  do  so  by  county  of- 
fliclals. 

All  materials  of  every  kind  used  in  the  construction  and 
repair  of  roads  and  bridges  in  the  state  must  be  analyzed  by 
the  bureau  and  approved  by  the  Chief  Road  Engineer.  The 
State  Road  Bureau  has  authority  to  establish  and  maintain 
stone  quarries,  crushers  and  brick  kilns  and  to  furnish  mate- 
rials to  counties  desiring  them. 

County  Commissioners,  three  in  each  county,  have  charge 
of  the  roads  in  their  respective  counties.  The  County  Commis- 
sioners are  elected  for  terms  of  six  years,  one  commissioner 
being  elected  every  two  years.  Elections  are  held  in  November 
of  even  years.  The  law  authorizes  the  appointment,  at  the 
option  of  the  counties,  of  a  County  Road  Engineer.  In  coun- 
ties which  take  advantage  of  this  authority  the  engineer  is 
appointed  by  the  county  commissioners,  at  their  option,  for  a 
term  not  to  exceed  one  year  and  at  a  salary  not  to  exceed 
$10  per  day,  if  employed  on  that  basis,  or  $1,500  per  year,  if 
employed  by  the  year;  except  that  in  counties  having  more 
than  45,000  inhabitants  the  salary  may  be  as  high  as,  but  not 
exceed,  $3,000  per  year.  He  has  charge  of  the  construc- 
tion of  roads  and  bridges  and  Is  authorized  to  purchase  ma- 
chinery and  materials  as  the  agent  of  the  county  commission- 
ers, subject  to  the  approval  of  the  Chief  Road  Engineer  as 
described.  All  county  road  engineers  are  required  to  receive 
at  least  10  days'  instruction  each  year  at  the  office  of  the  State 
Road  Bureau.  Taxes  are  levied  by  county  commissioners  and 
paid  in  cash.  An  appropriation  for  paying  the  necessary  ex- 
penses which  may  be  incurred  by  the  county  road  engineer  is 
placed  in  the  hands  of  the  sheriff  of  the  county,  and  drafts 
may  be  made  upon  him  as  required  upon  certification  by  the 
county   road  engineer. 

The  law  provides  for  the  working  of  prisoners  on  the  roads, 
and  any  male  person  over  16  who  commits  an  offense  which 
is  punishable  by  confinement  in  the  county  jail  may  be 
sentenced  to  work  on  the  county  roads  under  the  supervision 
of  the  county  road  engineer.  A  prisoner  charged  with  misde- 
meanor and  unable  to  furnish  a  recognizance  or  bail  bond 
may  also  elect  to  work  on  the  roads  pending  his  trial,  and  in 
case  of  conviction  the  time  thus  spent  is  credited  to  his  period 
of  service.  In  case  of  his  acquittal  he  is  allowed  pay  for  his 
labor  at  the  rate  of  fifty  cents  per  day. 

State  convicts  are  also  worked  in  the  state's  quarries  and 
brick   kilns   and  on   road  construction. 

The  1915  Legislature  changed  the  bonding  law  to  permit 
counties  or  districts  to  vote  bonds  not  to  exceed  5  per  cent, 
of  the  assessed  valuation.  The  right  of  way  law  was  also 
changed  to  permit  the  building  of  roads  and  the  subsequent 
assessment    of    benefits    by    a    commission    of    freeholders. 


'WISCONSIN 

By  virtue  of  a  law  passed  in  1911  and  amended  in  1913,  state 
highway  administration  is  in  the  hands  of  a  commission  of 
five  members,  consisting  of  the  State  Geologist,  the  Dean  of 
the  Engineering  College  of  the  State  University  and  three 
commissioners  appointed  by  the  Governor  with  the  advice  and 
consent  of  the  Senate.  The  three  commissioners  are  appointed 
for  terms  of  six  years,  one  every  odd  year,  taking  office  as 
soon  as  appointed.  The  members  of  the  commission  serve 
without  compensation  other  than  reimbursement  for  their 
traveling  expenses.  The  commission  is  empowered  to  have 
charge  of  all  matters  pertaining  to  the  expenditure  of  a  slate 
aid  highway  fund  authorized  by  the  same  law,  to  appoint  en- 
gineering and  clerical  assistants,  determine  salaries  of  such 
employes  and  remove  them  at  their  discretion.  The  chief  en- 
gineer of  the  commission  is  known  as  the  State  Highway  En- 
gineer. The  commission  is  also  directed  to  advise  the  officials 
of  towns,  villages  and  counties  In  matters  pertaining  to  high- 
way and  bridge  work  when  requested. 


August  7,  1915 


GOOD    ROADS 


97 


County  highways  are  In  charge  of  a  county  board  of  super- 
visors in  each  county,  elected  in  April  to  serve  one  year.  In 
order  to  obtain  state  aid  as  prescribed  by  the  law  of  1911,  each 
board  of  county  commissioners  must  choose  a  county  highway 
commissioner  to  supervise  state  aid  construction  and  mainte- 
nance. These  ofBcials  are  chosen  through  examinations  given 
by  the  State  Highway  Commission,  the  highest  two  being  rec- 
ommended by  the  commission  to  the  county  board,  which  may 
select  either  candidate.  The  term  of  ofllce  of  the  county  high- 
way commissioner  is  three  years.  He  takes  office  usually  on 
the  first  Monday  in  January.  His  salary  is  not  less  than  $800 
per  year,  the  amount  being  determined  by  the  amount  to  be 
expended  for  construction  during  the  year  in  the  county.  If 
the  county  board  fails  to  choose  a  county  highway  commis- 
sioner, the  board  must  by  resolution  request  the  state  highway 
commission  to  take  charge  of  the  work,  the  county  paying  for 
the   supervision. 

The  county  highway  commissioner  takes  charge  of  all  stat* 
aid  road  work  under  the  state  highway  commission.  He  has 
charge  of  all  machinery  and  makes  contracts  for  the  work  of 
construction. 

In  order  to  obtain  state  aid,  county  boards  must  adopt  a 
system  of  roads  which  they  propose  to  improve  under  the 
state  aid  act,  and  which  must  not  exceed  15  per  cent,  of  the 
total  road  mileage  of  the  countj",  or  they  may  improve  any  road 
in  the  proposed  system  in  such  a  way  that  it  meets  the  approval 
of  the  State  Highway  Commission,  and  receives  the  share  of 
cost  to  which  such  work  is  entitled.  Counties  may  set  aside 
10  per  cent,  of  their  allotments  for  maintenance.  The  state's 
share  of  the  cost  of  construction  of  bridges  is  20  per  cent.,  and 
of  highways,  33%  per  cent.  The  balance  is  borne  by  the 
counties  and  towns,  the  county  boards  furnishing  not  less  than 
33  1/3  per  cent,  of  the  amount  available  for  construction.  Ma- 
chinery for  state  aid  work  must  be  provided  by  the  counties. 
A  tax  of  not  more  than  three  mills  on  the  dollar  may  be  voted 
to  pay  the  county's  share  of  state  aid  road  work,  or  bonds  may 
be  Issued  for  the  purpose. 

A  state  aid  road  fund  amounting  to  $1,200,000  annually  is  ap- 
propriated, and  the  sum  of  $100,000  is  annually  appropriated 
for  administration  purposes.  The  portion  each  county  re- 
ceives of  the  state  aid  fund  in  any  year  Is  based  upon  th« 
amount  of  state  taxes  the  county  paid  in  the  preceding  year. 

The  improvement  and  maintenance  of  town  roads  are  in  the 
hands  of  the  town  boards  of  the  towns,  consisting  of  three 
members,  elected  in  April  of  each  year  for  terms  of  one  year, 
and  taking  office  immediately  upon  election.  Funds  for  road 
purposes  are  voted  at  the  April  town  meetings  and  road  taxes 
ranging  from  one.  to  seven  mills  on  the  dollar,  payable  in  cash, 
are  levied  by  the  town  boards  of  supervisors.  The  town  board 
buys  all  materials  and  machinery.  Towns,  and  also  incor- 
porated villages  and  cities  of  the  fourth  class,  under  5,000 
population,  may  receive  state  aid  in  the  manner  outlined  above. 

WVOMING 

A  system  of  public  highways,  aggregating  2,500  miles,  to  be 
built  by  convict  labor  under  the  authority  and  control  of  the 
State  Commission  of  Prison  Labor  was  established  by  legis- 
lative measures  enacted  in  1911  and  1913.  The  State  Engineer, 
appointed  by  the  Governor  for  a  term  of  six  years,  is  charged 
with  the  duty  of  surveying  and  providing  plans  and  speci- 
fications  for   these   roads. 

By  a  law  enacted  in  1915,  the  sum  of  $5,000  was  appropriated 
for  the  two  years  ending  March  31,  1917,  for  the  purpose  of 
purchasing  equipment  and  supplies  for  carrying  on  road  work 
by   convict  labor. 

The  other  roads  of  the  state  are  under  the  control  of  the 
county  commissioners  of  each  county.  The  county  commission- 
ers are  elected  by  the  people,  three  In  each  county,  for  terms 
of  2  and  4  years.  The  long  term  alternates  among  the  three. 
Elections  are  held  in  November  of  even  years,  and  officials  take 
office  on  the  first  of  January  following.  The  county  commis- 
sioners divide  the  county  into  road  districts,  and  county  road 
supervisors  are  elected  in  each  district.  The  duties  of  the 
supervisor  are  to  oversee  repairs  and  keep  roads  open,  under 
the  county  commissioners.  Taxes  are  paid  In  cash  and  all 
work   costing   over   $100   is    done    by   contract. 


"The  peculiar  British  genius  for  'muddling  along  some- 
how'— in  other  words,  for  avoiding  anything  in  the  shape  of 
a  general  principle  of  action  or  completely  thought-out  sys- 
tem of  organization,  for  constantly  patching  old  garments 
and  so  making  them  serve  'more  or  less' — is,  perhaps,  no- 
where better  exemplified  than  in  connection  with  our  high- 
way administration. 

"Never  have  we  had  in  this  country — at  any  rate,  since 
Roman  times — a  road  system  deliberately  devised  for  the 
benefit  of  the  community  as  a  whole  and,  in  consequence, 
never  have  we  had  any  scheme  of  road  classification. 

"The  only  distinctive  terms  we  have  for  roads — 'main'  and 
'district' — are  quite  arbitrary  and  meaningless,  since  the  dis- 
tinction depends  entirely  upon  the  idiosyncrasies  of  each 
county  council  and  consequently  is  no  true  classification  at 
all." 

Of  late  years,  however,  there  has  been  a  strong  movement 
favoring  some  system  of  classification,  according  to  Mr. 
Harris,  and  had  not  the  war  intervened  it  is  probable  that 
something  would  have  been  accomplished  by  this  time.  Mr. 
Harris  holds  that  the  classification  of  the  roads,  has  three 
objects — convenience  of  communication,  convenience  of 
administration  and  convenience  of  finance.  The  remainder 
of  the  paper  is  devoted  to  a  historical  sketch  of  the  progress 
of  the  movement  for  road  classification  and  to  a  discussion  of 
the  methods  of  such  classification  and  of  the  methods  of 
administration  and  finance  dependent  upon  it. 


Road  Classification  in  Great  Britain 

A  severe  arraignment  of  British  methods  of  administering 
road  affairs  appears  in  the  opening  paragraphs  of  a  paper 
entitled  "The  Classification  of  Roads,"  presented  by  G.  Mon- 
tagu Harris,  Secretary  to  the  County  Councils'  Association, 
at  the  recent  National  Road  Conference  and  Exhibition  held 
under  the  auspices  of  that  organization  at  Westminster. 
London.     In  reference  to  this  matter,  Mr.  Harris  says: 


Some  Phases  of  Road  Improvement  Work  in 
Colorado 

In  a  paper  presented  by  J.  E.  Maloney,  Secretary-Engin- 
eer of  the  Colorado  State  Highway  Commission,  before  a 
meeting  of  the  Colorado  Association  of  Members  of  the 
American  Society  of  Civil  Engineers,  much  interesting  in- 
formation relative  to  the  administration  and  financing  of 
road  work  in  Colorado  was  given. 

Of  the  31,000  miles  of  road  of  all  kinds  in  the  state,  5,400 
miles  are  designated  as  "state  primary  roads"  and  about 
600  as  "state  secondary  roads."  Under  the  highway  law  of 
the  state,  the  State  Highway  Commission  acts  through  the 
boards  of  county  commissioners  in  all  road  improvement 
work,  the  commission  having  power  to  approve  or  reject 
work  done  and  to  designate  roads  upon  which  state  money 
shall  be  expended.  The  state  funds  available  for  road  work 
are  allotted  by  the  commission  to  the  several  counties,  gen- 
erally upon  a  basis  requiring  the  county  to  expend  an 
amount  equal  to  that  appropriated  by  the  state.  In  some 
cases,  however,  the  proportion  paid  by  the  county  may  be 
considerably  less  than  SO  per  cent,  of  the  total  cost  of  the 
work.  Twenty-five  per  cent,  of  the  total  amount  of  state 
money  may  be  apportioned  for  work  for  which  the  state 
pays  the  entire  cost.  The  county  commissioners  are  not 
bound  to  accept  the  allotments,  however,  and,  according  to 
Mr.  Maloney,  it  would  be  better  if  the  commission  had 
power  to  improve  stretches  of  road  where  the  county  au- 
thorities refuse  or  fail  to  act. 

During  the  past  two  years,  according  to  Mr.  Maloney,  the 
commission  has  been  engaged  principally  in  such  work  as 
grading,  crowning  and  ditching  earth  roads  and  the  con- 
struction of  drainage  structures,  and  during  that  period  about 
5,000  miles  of  the  state  road  system  have  been  graded, 
crowned  and  ditched.  In  addition,  about  300  miles  of  state 
roads  have  been  surfaced,  mostly  with  gravel.  Standards 
of  construction  have  been  adopted  by  the  commission,  but 
it  is  pointed  out  that  these  are  not  being  used  by  all  of  the 
road  overseers  of  the  state.  There  are  63  counties,  includ- 
ing Denver,  in  the  state  and  in  these  the  commissioners 
appoint  some  four  hundred  road  overseers,  who  in  many 
of   the   counties   are    changed    every   year.     This    method    is 


9B 


GOOD    ROADS 


August  7,  1915 


'txmiemnti  u  nneconomical  and  unbusinesslike,  and  it  is 
argued  by  Mr.  Maloney  that  the  system  promising  the  best 
resnits  would  be  one  whereby  the  county  commissioners  ap- 
pointed a  general  road  overseer  for  each  county,  selecting  a 
man  thoroughly  qualified  for  the  work. 

Mr.  Maloney  points  out  that  in  most  localities  it  is  abso- 
Intely  essential  that  some  form  of  surfacing  be  placed  upon 
the  earth  roads.  While  in  many  of  the  mountain  districts 
it  has  been  possible  to  use  the  gravel  material  of  which  the 
road  is  composed,  for  the  majority  of  the  mileage  it  will  be 
necessary  to  provide  some  kind  of  a  road  covering,  and  in 
considering  this  question  the  matter  of  cost  must  in  most 
cases,  be  the  deciding  factor  as  it  is  not  financially  possible 
to  have  the  highest  class  of  surfacing  placed  upon  all  the 
roads.  Mr.  Maloney's  discussion  of  this  particular  point 
follows: 

"Taking  the  state  road  system  as  a  whole,  and  considering 
that  possibly  2,000  out  of  the  6,000  miles  may  be  so  for- 
tunately sittiated  as  to  be  composed  of  natural  road  surfac- 
ing material,  and  assuming  that  4,000  miles  of  the  6,000  must 
be  surfaced  in  some  way,  the  question  arises  as  to  what 
should  be  used.  For  possibly  25  per  cent,  of  this  mileage — 
which  would  be  of  a  class  on  which  there  was  but  light 
traffic — it  would  be  possible  to  use  a  sand-clay  formation, 
the  mixture  being  made  from  local  material  at  a  reasonable 
cost,  in  most  cases  probably  not  exceeding  $600  to  $800  per 
mile;  the  width  surfaced  being  from  16  ft.  to  18  ft.  This 
character  of  surfacing  calls  for  very  careful  maintenance,  in 
order  that  it  may  be  kept  in  good  condition,  and  would  also 
call  for  renewal,  possibly  every  second  year,  of  either  sand 
or  clay,  in  order  to  keep  the  road  in  good  condition.  In 
many  parts  of  the  state  we  have  been  fortunate  in  having 
conveniently  placed  deposits  of  gravel,  which  can  be  crushed 
when  necessary,  and  used  for  road  surfacing.  This  character 
of  surfacing  will  cost  from  $1,000  to  $l,S0O  per  mile,  for  a 
width  of  about  16  to  18  ft.  and  an  average  thickness  of  6  ins. 
This  is  the  form  of  surfacing  which  the  commission  has 
found  it  possible  to  use  for  most  of  the  roads. 

"A  well-placed  gravel  road,  properly  maintained,  will  last 
for  two  or  three  years  without  requiring  renewal.  Gener- 
ally, however,  after  three  years  it  will  be  found  necessary 
to  replace,  in  spots,  some  of  the  gravel.  In  some  sections 
of  the  state  where  the  material  is  within  economical  haul- 
ing distance,  crushed  basalt  or  a  good  quality  of  limestone 
rock  has  been  used  for  surfacing;  this  stone  being  run 
through  a  crusher  and  placed  for  a  width  of  16  to  18  ft.,  and 
a  depth  of  approximately  6  ins.  It  is  desirable,  of  course, 
that  this  class  of  surfacing  should  be  thoroughly  rolled,  but 
it  has  not  been  found  feasible,  except  in  one  or  two  in- 
stances, to  do  this,  the  consolidation  of  both  the  gravel  and 
the  broken  stone  surfacing  being  left  to  the  traffic. 

"Among  the  more  solid  forms  of  surfacing  or  paving, 
concrete  would  probably  be  the  most  desirable,  when  the 
proper  mixture  was  used,  taking  the  precaution,  which  has 
been  found  very  necessary,  to  secure  first-class  material  and 
work.  The  cost  of  this  pavement  is,  however,  prohibitive, 
except  in  localities  close  to  the  larger  centers  of  population, 
where  the  traffic  is  heavy.  The  cost  of  this  pavement  would 
probably  run  from  $9,000  to  $12,000  per  mile.  These  ap- 
proximate costs  are  exclusive  of  grading,  culverts  and 
bridges,  which  I  have  considered  as  being  ready  for  the 
surfacing,  and  include  only  the  work  necessary  to  place  the 
surfacing  and  provide  the  necessary  shoulders.  The  width 
of  the  concrete  pavement  should,  in  my  judgment,  be  not 
less  than  18  ft.,  with  a  I'A-ft.  shoulder  of  gravel  on  each 
tide. 

"It  can  be  readily  seen  that  it  would  be  financially  im- 
possible for  this  state  to  build  4,000  miles  of  concrete  pave- 
ment, at  a  cost  of  say  $10,000  per  mile,  as  this  would  require 
an  investment  of  some  $40,000,000.  Even  considering  the  sur- 
facing of  gravel  at  say  $1,500  per  mile,  one  may  see  that  the 


4,000  miles,  if  surfaced  with  gravel,  would  cost  about  $6,- 
000,000,  and  with  the  resources  at  the  command  of  the 
state,  it  will  take  a  decade  of  continuous  work  in  this  line  to 
surface  these  4,000  miles  with  gravel,  and  this  is  without  al- 
lowing anything  for  the  upkeep  of  the  gravel  road  after  it 
is  constructed.  It  may,  however,  be  found  advisable  and  en- 
tirely within  reach  of  the  counties  and  state  to  put  in  a  few 
miles  each  year  of  the  concrete  pavement  in  the  vicinity  of 
the  largest  cities,  such  as  Denver,  Colorado  Springs,  Pueblo 
and  others,  and  it  will  undoubtedly  be  found  desirable  to  con- 
struct surfacing  of  either  concrete,  brick  or  bituminous  con- 
crete for  those  short  stretches  of  road  in  the  vicinity  of  the 
beet  dumps,  where  the  very  heavy  traffic  puts  the  present 
roads  in  an  almost  impassable  condition  at  times.  For  the 
balance  of  the  roads  of  the  state  it  will  probably  be  found 
desirable  and  economical  to  continue  the  use  of  our  gravel 
and  sand-clay  construction  for  the  surfacing,  as  being  within 
the  resources  at  our  command. 

"So  far  as  our  experience  shows,  the  maintenance  of  these 
dirt  roads  require  an  average  of  about  $20  per  mile  per 
year  to  keep  them  in  good  passable  condition;  and  in  the 
sand-clay  and  gravel  road,  considering  the  necessity  of 
placing  new  gravel  or  material  upon  parts  of  the  road  within 
about  every  third  year,  that  $50  or  $100  per  mile  per  year 
would  be  needed  to  keep  this  class  of  road  in  good  condi- 
tion for  travel.  On  the  concrete  road,  the  cost  for  mainte- 
nance and  repairs  should  be  small  for  the  first  five  years — 
possibly  not  to  exceed  an  average  cost  of  about  $30  to  $50 
per  mile  per  year.  I  believe,  however,  that  this  cost  of 
maintenance  and  repair  would  increase  from  the  first  few 
years,  until  it  would  probably  be  in  the  neighborhood  of 
$100  to  $200  per  mile  per  year  for  the  succeeding  years." 


Durax  Pavement  in  the  Grand  Central 
Terminal  Improvement 

There  is  now  under  construction  at  the  Mail  Service  Build- 
ing, on  Lexington  Ave.,  between  4Sth  and  46th  Sts.,  Grand 
Central  Terminal,  New  York  City,  a  Durax  pavement  simi- 
lar to  that  laid  in  the  Brooklyn  Navy  Yard  two  years  ago 
and  described  in  these  columns  in  the  issue  of  June  7,  1913. 
The  building,  which  is  owned  by  the  New  York  Central 
Railroad  Co.,  is  to  be  used  for  the  handling  of  mail  and 
express  matter,  and  the  pavement  is  being  laid  on  the  drive- 
ways leading  from  the  street  to  the  loading  and  unloading 
platforms. 

The  total  length  of  the  driveways  is  about  300  ft.,  and 
the  total  area  of  the  pavement  being  laid  about  1,300  sq.  yds. 
The  blocks,  which  are  from  the  quarries  of  the  Harris  Gran- 
ite Quarry  Co.,  Salisbury,  N.  C,  are  about  SYz  by  Syi  ins., 
and  3y2  ins.  deep.  They  are  laid  in  concentric  interlocking 
segments  of  circles,  as  is  customary  in  European  practice. 
The  blocks  are  placed  on  a  cushion  of  sharp  sand,  %  in.  in 
depth,  resting  upon  a  concrete  foundation.  After  being 
placed,  the  blocks  are  rolled  and  the  joints  filled  with  as- 
phalt pitch. 

The  pavement  is  being  laid  by  the  Metropolitan  Paving 
Co.,  of  New  York,  N.  Y.,  which  holds  a  sub-contract  from 
the  John  Pierce  Co.,  the  contractor  who  is  doing  the  building 
work. 


A  Total  of  80,875  Mq.  yds.  of  Paveiupnt  Wati  Laid  In  Jeffer- 
son City,  Mo.,  durlngr  1914,  at  a  cost  of  about  $135,000.  Of 
the  pavement  latd,  96,000  sq.  yds.  were  of  bituminous  mac- 
adam and  876  sq.  yds.  of  brick. 


A  Total  of  Abont  $14,^00  'Wa*  Bxpended  for  Road  and  Bridare 
Work  in  'Wasatrb  County,  Utah,  DnrlUK  1014.  Of  this  total, 
about  $7,500  was  expended  for  road  work,  the  remainder  be- 
ing used  for  bridges.  About  $11,000  will  probably  be  expended 
for  road  work  this  year. 


August  7,  1915 


GOOD    ROADS 


99 


AMERICAN  ROAD  BUILDERS'  ASSOCIATION 


150   NASSAU   STREET 
NEW  YORK,  N.  Y. 


President 
GEO.  W.  TILLSON,  Brooklyn,  N.  Y. 

First  Vice  President 
A.  W.  DEAN,  Boston.  Mass. 

Second  Vice  President 
A.  B.  FLETCHER,  Sacramento,  Cal. 


Third  Vice  President 

(Office  to  be   filled.) 

Secretary 

E.  L.  POWERS.  New  York.  N.  Y. 

Treasurer 
W.  W.  CROSBY.  Baltimore.  Md 


Through  the  courtesy  of  the  publisher  of  "Good  Roads,'' 
this  page,  each  month,  is  devoted  to  the  use  of  the  American 
Tiflad  Builders'  Association.  It  is  solely  in  the  interests  of  the 
Association,  and  it  is  the  desire  of  the  Executive  Committeethat 
all  members  feel  that  this  space  is  their  own,  and  that  they 
contribute  freely  to  it,  not  only  as  regards  anything  concerning 
the  Association  itself,  but  also  that  which  will  further  the  good 
roads  movement.  Besides  the  official  announcements  of  the 
Association,  there  will  appear  on  the  page  contributions  by 
members,  items  of  news  concerning  the  Association  activities 
and  personal  notes  about  its  members.  All  contributions  should 
be  sent  to  the  headquarters  of  the  Association  at  150  Nassau 
Street,  New  York,  N.  Y. 

Executive  Committee: 
Nelson  P.  Lewis 
A.  IV.  Dean 
E.  L.  Powers 

A.  R.  B.  A.  Members  at  the  Pan-American 
Congress 

As  noted  on  another  page  of  this  issue,  members  of  the 
Association  who  were  in  good  standing  on  June  1,  of  this  year, 
are  exempt  from  the  payment  of  the  $2  fee  required  for 
temporary  membership  in  the  Congress. 

All  members  of  the  Congress  will  be  entitled  to  a  copy  of 
the  Proceedings,  when  printed,  and  in  addition  all  A.  R.  B.  A. 
members,  whether  or  not  they  attend  the  Congress,  will  be 
entitled  to  the  Proceedings,  provided  their  names  appear  on 
the  official  membership  list,  as  of  June  1,  1915. 

It  should  be  noted,  also,  that  the  Pan-American  Road  Con- 
gress will,  this  year,  take  the  place  of  the  A.  R.  B.  A.  con- 
vention. For  this  reason,  at  some  time  during  the  Congress 
there  will  be  held  a  business  meeting  of  the  Association  for 
the  election  of  a  nominating  committee  in  accordance  with 
the  by-laws  of  the  Association. 


A.  R.   B.  A.   Members  on  the   Pan-American 
Road  Congress  Program 

111  addition  to  the  A.  R.  B.  A.  members  who  had  accepted 
assignments  on  the  Pan-American  Road  Congress  program 
and  whose  names  were  noted  on  this  page  in  the  issue  of 
July  3,  others  from  whom  the  sub-committee  on  program  has 
received  acceptances  are  the  following: 

S.  E.  Bradt,  Secretary  of  the  Illinois  Highway  Commission. 

Lamar  Cobb,  State  Engineer  of  Arizona. 

A.  W.  Dean,  First  Vice  President  of  the  A.  R.  B.  A.  and 
Chief  Engineer  of  the  Massachusetts  Highway  Commission. 

Henry  Welles  Durham,  former  Chief  Engineer  of  High- 
ways of  the  Borough  of  Manhattan,  New  York,  N.  Y. 

Prevost  Hubbard,  Chief  of  the  Division  of  Road  Material 
Tests  and  Research,  Office  of  Public  Roads,  U.  S.  Department 
of  Agriculture. 

A.  N.  Johnson,  Highway  Engineer,  Bureau  of  Municipal  Re- 
search, New  York,  N.  Y. 

Jas.  H.  MacDonald,  former  State  Highway  Commissioner  of 
Connecticut. 


W.  A.  McLean,  Chief  Engineer  of  Highways  and  Commis- 
sioner, Ontario  Public  Roads  and  Highways  Commission. 

Dr.  Joseph  Hyde  Pratt,  Secretary  of  the  North  Carolina 
State  Highway  Commission. 

Paul  D.  Sargent,  Chief  Engineer  of  the  Maine  Highway 
Commission. 

Wm.  D.  Sohier,  Chairman  of  the  Massachusetts  Highway 
Commission. 

Geo.  W.  Tillson,  President  of  the  A.  R.  B.  A.  and  Consulting 
Engineer  to  the  President  of  the  Borough  of  Brooklyn,  New 
York,  N.  Y. 

A.  D.  Williams,  Chief  Road  Engineer  of  West  Virginia. 


A.  R.  B.  A.  NOTES. 

John  B.  Wright  has  resigned  as  Commissioner  of  Public 
Works  of  Amsterdam,  N.  Y. 

W.  S.  Keller  has  been  reelected  State  Highway  Engineer  of 
Alabama  by  the   State   Highway   Commission  of   that  state. 

W.  S.  Fallis,  State  Highway  Engineer  of  North  Carolina, 
spoke  on  the  "Maintenance  and  Repair  of  Macadam  Roads" 
at  the  recent  annual  meeting  of  the  North  Carolina  Good 
Roads  Association. 

Dr.  Joseph  Hyde  Pratt,  State  Geologist  of  North  Carolina 
and  Secretary  of  the  State  Highway  Commission  of  that 
state,  was  elected  Secretary  of  the  North  Carolina  Good 
Roads  Association  at  its  recent  meeting  at  Asheville,  N.  C. 

R.  E.  Snowden,  County  Highway  Engineer  of  Craven 
County,  N.  C,  was  one  of  the  authors  of  a' paper  entitled 
■'Working  Prisoners  Without  Guards,"  presented  at  the  recent 
annual  meeting  of  the  North  Carolina  Good  Roads  Associa- 
tion. 

Past  President  Samuel  Hill  has  recently  been  elected  Presi- 
dent of  the  Pacific  Highway  Association,  which,  as  noted  else- 
where in  this  issue,  will  hold  its  annual  convention  in  con- 
junction with  the  Pan-American  Road  Congress  next  Sep- 
tember. 

Among  the  nine  members  of  a  committee  appointed  at  a 
recent  meeting  of  the  New  York  County  Superintendents  of 
Highways  to  consider  the  advisability  of  forming  a  permanent 
organization  are  the  following  A.  R.  B.  A.  members,  all  of 
whom  are  County  Superintendents  of  Highways  in  New  York 
State:  F.  J.  Bashford,  Columbia  County;  Geo.  C.  Diehl,  Erie; 
Jas.  F.  Loughran,  Ulster;  O.  C.  Richards,  Washington;  E.  J. 
Wulflf,  Westchester. 

M.  T.  Calef,  Road  Engineer  in  the  Rocmac  Road  Depart- 
ment of  the  Philadelphia  Quartz  Co.,  of  Philadelphia,  Pa., 
is  the  author  of  a  thesis  entitled  "Specifying  and  Adopting 
Specifications  for  Patented  Pavements  and  the  Method  of 
Calling  for  Bids  Thereon."  The  thesis  was  submitted  in  par- 
tial fulfillment  of  the  graduate  course  in  highway  engineering 
at  Columbia  University  for  the  degree  of  Master  of  Arts.  A 
considerable  portion  of  the  thesis  is  given  to  brief  statements 


100 


GOOD    ROADS 


August  7,  1915 


'  of  the  practice  in  regard  to  the  use  of  patented  pavements  in 
various  states  and  cities. 

D.  H.  Winslow,  Superintendent  of  Construction  in  the  Of- 
fice of  Public  Roads,  presented  a  paper  on  the  maintenance 
of  the  northern  section  of  the  Washington-Atlanta  Highway 
at  the  recent  meeting  of  the  North  Carolina  Good  Roads  As- 
sociation at  Asheville,  N.  C. 


COMING  MEETINGS 


July  14-16— North  Carolina  Good  Roads  Association— An- 
nual mcering.  Asheville,  N.  C  Secretary,  Joseph  Hyde  Pratt, 
Chapel  Hill.  N.  C. 

Aucnst  5-7. — Texas  Good  Roads  Association  and  County 
Judges'  and  Commisaioners'  Association — Mid-Summer  Meet- 
ing, Agricultural  and  Mechanical  College  of  Texas,  College 
Sution,  Tex.  Secy.,  Texas  Good  Roads  Association,  D.  E. 
Colp,  San  Antonio. 

Angnst  11-12. — Pacific  Highway  Association. — Fifth  an- 
nual meeting,  San  Francisco,  Cal.  Secretary,  Henry  L. 
Bowlby,  510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

Sapt.  13. Tri-Sate  Roads  Association. — Third  annual  con- 

Tention,  San  Francisco,  Cal.  Executive  Secy.,  Geo.  E.  Boos, 
1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the  Pan-American  Road  Congress.) 

September  13-17— American  Road  Builders'  Association 
and  American  Highway  Association.— Pan  American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Builders' 
Association,  E.  L.  Powers,  ISO  Nassau  St.,  New  York,  N.  Y. 
Executive  Secretary,  American  Highway  Association,  I.  S. 
Pennybacker,  Colorado  Bldg,  Washington,  D.  C. 

October  4-7— Northwestern  Road  Congress— Annual  meet- 
ing. Cedar  Rapids,  la.  Secy.-Treas.,  J.  P.  Keenan,  Sentinel 
Bldg.,  Milwaukee,  Wis. 

October  11-12 — National  Paving  Brick  Manufacturers'  As- 
sociation— Annual  convention.  Dayton,  O.  Secretary,  Will 
P.  Blair,  B.  of  L.  E.  Bldg.,  Cleveland,  O. 

October  12-14 — American  Society  of  Municipal  Improve- 
ments— Annual  convention.  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Building,  Indianapolis,  Ind. 

November  17-19 — National  Municipal  League— Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Roge.-s  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 


Pan-American  Road  Congress 

The  advance  program  of  the  Pan-American  Road  Congress, 
which  will  be  held  at  Oakland,  Cal.,  September  13-17,  under 
the  joint  auspices  of  the  American  Road  Builders'  Association 
and  the  American  Highway  Association,  has  recently  been 
issued  by  the  Executive  Committee  having  arrangements  in 
charge. 

The  formal  opening  of  the  Congress  will  take  place  in  the 
Municipal  Auditorium  Building  at  Oakland,  Cal.,  where  all 
but  one  of  the  sessions  are  to  be  held,  on  Monday  forenoon, 
September  13.  The  opening  address  will  be  made  by  Gov. 
Charles  W.  Gates  of  Vermont.  The  remainder  of  the  session 
will  be  devoted  to  the  addresses  of  Gov.  Hiram  W.  Johnson 
of  California;  Gov.  Ernest  Lister  of  Washington;  Gov.  James 
Withycombe  of  Oregon;  John  L.  Davie,  Mayor  of  Oakland; 
James  A.  Barr,  Director  of  Congresses,  Panama  Pacific  Inter- 
national Exposition,  and  President  Fairfax  Harrison  of  the 
American  Highway  Association. 

The  first  session  of  the  Congress  will  be  called  to  order  at 
2:00  p.  m..  Monday,  President  Harrison  of  the  A.  II.  A.  pre- 
siding. The  subjects  for  this  session  are  as  follows:  "History 
and  Future  of  Highway  Improvement,"  L.  W.  Page,  Director,. 


Office  of  Public  Roads,  U.  S.  Department  of  Agriculture; 
"The  Relation  of  the  Road  to  Rail  and  Water  Transporta- 
tion"; "Benefits  and  Burdens  of  Better  Roads,"  S.  E.  Bradt, 
Secretary,  Illinois  State  Highway  Commission;  "Roadside  Im- 
provement," Henry  S.  Graves,  Chief,  Bureau  of  Forestry, 
U.  S.  Department  of  Agriculture;  "The  Essentials  of  Proper 
Laws  for  Highway  Work,"  Col.  E.  A.  Stevens,  State  Com- 
missioner of  Public  Roads  of  New  Jersey,  and  A.  N.  Johnson, 
Highway  Engineer,  Bureau  of  Municipal  Research,  New  York, 
N.  Y.;  "National,  State  and  Local  Responsibility  for  Road 
Conditions  and  Ways  of  Securing  Improvements,"  Judge  J.  T. 
Ronald,  Seattle,  Wash. 

The  second  session  will  convene  at  10:00  a.m.,  Tuesday, 
September  14,  President  Geo.  W.  Tillson  of  the  A.  R.  B.  A., 
presiding.  The  proceedings  for  this  session  are  scheduled  as 
follows:  "Proper  Road  Location;  Its  Importance  and  Ef- 
fects," paper  by  William  R.  Roy,  State  Highway  Commis- 
sioner of  Washington,  discussion  opened  by  Paul  D.  Sargent, 
Chief  Engineer,  Maine  State  Highway  Commission,  and  W.  F. 
McClure,  State  Engineer  of  California;  "Road  Drainage  and 
Foundation,"  paper  by  Geo.  W.  Cooley,  State  Highway  Engi- 
neer of  Minnesota,  discussion  opened  by  R.  K.  Compton, 
Chairman  of  the  Paving  Commission,  Baltimore,  Md.;  "High- 
way Bridges  and  Structures,"  paper  by  W.  S.  Gearhart,  State 
Highway  Engineer  of  Kansas,  discussion  opened  by  CliiTord 
Older,  Bridge  Engineer  of  the  Illinois  State  Highway  De- 
partment. 

The  third  session,  which  will  begin  at  2:00  p.  m.,  Tuesday, 
will  be  presided  over  by  Capt.  Walter  Coggeshall,  President 
of  the  Tri-State  Good  Roads  Association.  The  program  is  as 
follows:  "Highway  Indebtedness:  Its  Limitation  and  Regula- 
tion," paper  by  Nelson  P.  Lewis,  Chief  Engineer  of  the 
Board  of  Estimate  and  Apportionment,  New  York,  N.  Y., 
discussion  opened  by  J.  F.  Witt,  Dallas,  Texas,  W.  I.  Vawter, 
Medford,  Ore.,  and  B.  A.  Towne,  Lodi,  Cal.;  "Organization 
and  System  in  Highway  Work,"  paper  by  A.  B.  Fletcher, 
State  Highway  Engineer  of  California,  discussion  opened  by 
H.  R.  Carter,  State  Highway  Engineer  of  Arkansas,  and  C.  D. 
Blaney,  Chairman  of  the  California  State  Highwa'5'  Commis- 
sion; "The  Educational  Field  for  Highway  Departments," 
paper  by  L.  S.  Smith,  Professor  of  Highway  Engineering, 
University  of  Wisconsin,  discussion  opened  by  A.  D.  Williams, 
Chief  State  Road  Engineer  of  West  Virginia. 

Wednesday,  September  IS,  is  to  be  known  as  "Pan-Ameri- 
can Road  Congress  Day"  at  the  Exposition,  and  the  after- 
noon session  will  be  held  in  Festival  Hall,  on  the  Exposi- 
tion grounds,  San  Francisco,  at  half-past  two.  At  the  morn- 
ing session,  at  ten  o'clock  Past  President  W.  A.  McLean,  of 
the  American  Road  Builders'  Association,  will  preside.  Papers 
will  be  presented  as  follows:  "Roadway  Surfacings,"  paper 
by  F.  F.  Rogers,  State  Highway  Commissioner  of  Michigan, 
discussion  opened  by  E.  R.  Morgan,  State  Highway  Engi- 
neer of  Utah;  "Resurfacing  Old  Roads,"  paper  by  W.  D. 
Uhler,  Chief  Engineer  of  the  Pennsylvania  State  Highway 
Department;  "Street  Pavements,"  paper  by  Curtis  Hill,  City 
Engineer  of  Kansas  City,  Mo.,  discussion  opened  by  M.  M. 
O'Shaughnessy,  City  Engineer  of  San  Francisco. 

Judge  W.  S.  Worden,  Treasurer  of  the  Tri-State  Good 
Roads  Association,  will  preside  at  the  afternoon  session,  at 
which  papers  will  be  presented  as  follows:  "System  in  High- 
way Accounting,"  paper  by  S.  D.  Gilbert,  Auditor  of  the  New 
York  State  Highway  Department,  discussion  opened  by  A.  R. 
Hirst,  State  Highway  Engineer  of  Wisconsin;  "Uniformity 
for  Highway  Statistics  and  Data,"  paper  l)y  H.  E.  Breed,  First 
Deputy,  State  Highway  Conimision,  New  York;  "Engineering 
Supervision  for  Highway  Work,"  paper  by  T.  H.  MacDonald, 
State  Highway  Engineer  of  Iowa,  discussion  opened  by 
Lamar  Cobb,  State  Engineer  of  Arizona,  and  Prevost  Hub- 
bard, Chief  of  the  Division  of  Road  Material  Tests  and  Re- 
search, Office  of  Public  Roads,  U.  S.  Department  of  Agricul- 
ture. 


August  7,  1915 


GOOD    ROADS 


101 


At  the  session  at  10  o'clock,  Thursday  forenoon,  James  H. 
MacDonald,  former  Highway  Commissioner  of  Connecticut, 
will  preside  and  papers  will  be  presented  as  follows:  "The 
Merit  System  in  Highway  Work,"  paper  by  Richard  Henry 
Dana,  President  of  the  U.  S.  Civil  Service  Reform  League, 
discussion  opened  by  Dr.  Joseph  Hyde  Pratt,  Secretary  of  the 
North  Carolina  State  Highway  Commission;  "The  Deter- 
mination of  the  Justifiable  Outlay  for  Specific  Cases  of  High- 
way Improvement,"  paper  by  Clifford  Richardson,  New  York, 
N.  Y.,  discusion  opened  by  Henry  Welles  Durham,  formerly 
Chief  Engineer  of  Highways,  Borough  of  Manhattan,  New 
York,  N.  Y.;  "Convict  Labor  for  Highway  Work,"  paper  by 
G.  P.  Coleman,  State  Highway  Commissioner  of  Virginia, 
discussion  opened  by  J.  E.  Maloney,  Secretary-Engineer  of  the 
Colorado  State  Highway  Commission.  At  this  session  the 
report  of  the  committee  on  resolutions  will  be  presented. 

The  afternoon  session  on  Thursday  will  be  called  to  order 
at  two  o'clock,  John  A.  Wilson,  President  of  the  American 
Automobile  Asociation,  presiding.  The  program  for  this  ses- 
sion follows:  "Motor  Traffic:  Its  Development,  Trend  and 
Eflfects,"  paper  by  Elmer  Thompson,  Secretary  of  the  Auto- 
mobile Club  of  America,  discussion  opened  by  Warren  Gould, 
Chairman  of  the  Automobile  Club  of  Seattle,  Wash.,  and 
W.  G.  Chanslor,  of  San  Francisco;  "Equipment  for  a  High- 
way," paper  by  A.  H.  Blanchard,  Professor  of  Highway  Engi- 
neering, Columbia  University,  discussion  opened  by  H.  J. 
Kuelling,  County  Highway  Commissioner  of  Milwaukee 
County,  Wisconsin;  "Load  and  Tire  Efifect  and  Regulation," 
paper  by  F.  H.  Joyner,  Road  Commissioner  of  Los  Angeles 
County,  California,  discussion  opened  by  Prof.  T.  R.  Agg, 
University  of  Iowa. 

The  last  session  of  the  Congress  to  be  devoted  to  the 
presentation  and  discussion  of  technical  papers  will  be  held  at 
10:00  a.  m.,  Friday,  September  17,  Col.  W.  D.  Sohier,  Chairman 
of  the  Massachusetts  Highway  Commission,  presiding.  The  fol- 
lowing papers  will  be  presented:  "Comparisons  of  Traffic  and 
Their  Economic  Value";  "Maintenance,  Materials  and  Meth- 
ods," paper  by  A.  W.  Dean,  Chief  Engineer  of  the  Massa- 
chusetts Highwa'y  Commission;  "Dust  Suppression  and 
Street  Cleaning,"  paper  by  W.  H.  Connell,  Chief  of  the 
Bureau  of  Highways  and  Street  Cleaning,  Philadelphia,  Pa., 
discussion  opened  by  Perry  Brown,  City  Engr.,  Oakland,  Cal. 

The  closing  session  of  the  Congress  will  be  held  at  2:00 
p.  m.,  Friday,  Governor  Chas.  W.  Gates  of  Vermont,  presiding. 
A  paper  entitled  "Lessons  of  the  Congress"  will  be  presented 
by  Chas.  F.  Stern  of  the  California  State  Highway  Commis- 
sion. The  remainder  of  the  session  will  be  devoted  to  un- 
finished business,  to  reports  of  committees,  etc. 

As  has  previously  been  noted,  the  Tri-State  Good  Roads 
Association  will  cooperate  with  the  American  Road  Builders' 
Association  and  the  American  Highway  Association  in  the 
Pan-American  Road  Congress,  the  date  of  the  annual  meeting 
of  the  first  named  organization  having  been  changed  to  make 
this  cooperation  possible.  It  has  since  been  announced  that 
the  Pacific  Highway  Association,  which  was  scheduled  to 
meet  in  annual  convention  on  August  11-12,  has  also  changed 
the  date  of  its  meeting  and  will  cooperate  with  the  other 
organizations  in  holding  the  Pan-American  Road  Congress. 

In  addition  to  the  technical  and  business  sessions  various 
entertainments  and  excursions  have  been  arranged.  Among 
these  are  a  smoker  at  the  Hotel  Oakland,  on  the  evening  of 
September  13;  the  Pan-American  Road  Congress  Banquet  on 
the  evening  of  September  14;  an  official  tour  of  the  road 
machinery  and  material  exhibits  in  the  Exposition  grounds; 
a  special  session  on  the  evening  of  September  16,  at  which 
moving  pictures  and  illustrated  lectures  will  be  the  promi- 
nent features;  an  automobile  inspection  tour  over  the  State 
Highway  on  September  18;  and  a  visit  to  the  Yosemite  Na- 
tional Park  on  September  18  and  19. 

A  special  train  will  be  run  from  Chicago  to  Oakland,  leav- 


ing Chicago  on  September  2  over  the  Chicago  and  North- 
western Railway  and  arriving  at  Oakland  on  the  morning 
of  September  12.  Stops  will  be  made  at  St.  Paul,  Minn.,  Banff 
and  Lake  Louise,  Canada,  Seattle,  Wash.,  and  Portland,  Ore. 
Various  municipalities  have  invited  members  of  the  party  to 
stop  over  and  advantage  will  be  taken  of  several  of  these 
offers  of  entertainment.  The  tour  will  be  under  the  manage- 
ment of  J.  Howard  Eager  &  Co.,  Baltimore,  Md.,  from  whom 
all  desired  information  may  be  obtained.  A  return  tour 
through  Los  Angeles,  San  Diego,  the  Grand  Canyon  of  Ari- 
zona, Denver  and  Kansas  City  is  under  consideration. 

The  members  of  the  Pan-American  Road  Congress,  as  has 
previously  been  announced,  are  divided  into  two  classes,  donor 
members  and  temporary  members.  Donor  members  are 
firms  or  individuals  contributing  $50  or  more  toward  the  ex- 
penses of  the  Congress,  while  the  temporary  members  are 
those  who  register  at  the  convention  and  pay  a  fee  of  $2. 
Members  of  the  A.  R.  B.  A.  and  A.  H.  A.,  in  good  standing  on 
June  1,  are  exempt  from  payment  of  this  fee.  A  list  of  those 
who  had  become  donor  members  up  to  July  10  follows: 

Adams,  J.  D.,  Co.,  American  Sheet  &  Tin  Plate  Co.,  Atlas 
Portland  Cement  Co.,  Austin-Western  Road  Machinery  Co., 
A.  D.  Baker  Mfg.  Co.,  The  R.  D.  Baker  Co.,  Barrett  Mfg.  Co., 
Bessemer  Limestone  Co.,  "Better  Roads  &  Streets,"  Bucyrus 
Co.,  Buflfalo  Steam  Roller  Co.,  C.  H.  &  E.  Mfg.  Co.,  Canton 
Culvert  &  Silo  Co.,  Chicago  Portland  Cement  Co.,  Cleveland 
Stone  Co.,  Cleveland  Trinidad  Paving  Co.,  Crescent  Portland 
Cement  Co.,  Dauch  Mfg.  Co.,  Dunn  Wire-Cut-Lug  Brick  Co., 
"The  Engineering  News,"  "The  Engineering  Record,"  France 
Stone  Co.,  Gallon  Iron  Works  &  Mfg.  Co.,  Garford  Motor 
Truck  Co.,  "Good  Roads,"  Good  Roads  Machinery  Co.,  Robert 
W.  Hunt  &  Co.,  Inland  Steel  Co.,  Inter-State  Stone  Mfrs. 
Association,  Jaeger  Machine  Co.,  Jeflfery  Mfg.  Co.,  Kelley- 
Springfield  Motor  Truck  Co.,  Kelley-Springfield  Road  Roller 
Co.,  Koehring  Machine  Co.,  Lehigh  Portland  Cement  Co., 
Daniel  B.  Luten,  Marion  Steam  Shovel  Co.,  Marquette  Port- 
land Cement  Co.,  Metropolitan  Paving  Brick  Co.,  New  Aetna 
Portland  Cement  Co.,  New  Egyptian  Portland  Cement  Co., 
Ohio  Marble  Co.,  Ohio  Quarries  Co.,  Packard  Motor  Car  Co., 
Robeson  Process  Co.,  T.  L.  Smith  Co.,  Col.  Wm.  D.  Sohier, 
Standard  Oil  Co.  of  Chicago,  Standard  Oil  Co.  of  New  York, 
Sydney  Steel  Scraper  Co.,  Thew  Automatic  Shovel  Co.,  Trin- 
ity Portland  Cement  Co.,  U.  S.  Asphalt  Refining  Co.,  Univer- 
sal Portland  Cement  Co.,  Wadsworth  Stone  &  Paving  Co., 
Warren  Brothers  Co.,  White  Motor  Truck  Co. 


Pacific  Highway  Association 

The  Pacific  Highway  Association  has  changed  the  date  of 
its  annual  meeting  from  August  11  and  12  to  September  15, 
at  San  Francisco,  Cal.,  in  order  that  its  members  may  take 
part  in  the  Pan-American  Road  Congress  at  Oakland  during 
the  week  commencing  September  13.  It  is  understood  that 
the  sessions  of  the  association  have  been  so  arranged  as  not 
to  conflict  with  those  of  the  congress.  Henry  L.  Bowlby, 
Chamber  of  Commerce  Building,  Portland,  Ore.,  is  Secretary 
of  the  association. 


REPORTS 


PROGRESS  REPORTS  OF  EXPERIMENTS  IN  DUST  PRE- 
VENTION AND  ROAD  PRESERVATION,  1914;  Bulletin  No. 
257  of  the  U.  S.  Department  of  Agriculture,  Contribution 
from  the  Office  of  Public  Roads,  July  12,  1915.  Paper;  6x9 
Ins.,   44  pp.  and  covers. 

Included  in  this  report  are  discussions  of  experiments  made 
at  Lemon  City,  Fla.,  in  1914;  at  West  Palm  Beach,  Fla.,  in 
1914;  at  Miami,  Fla.,  in  1913;  on  the  Rockville  Pike,  Md.,  in 
1913;  at  Washington,  D.  C,  in  1912;  at  Chevy  Chase,  Md.,  in 
'  1911  and  1912;  at  Jamaica,  N.  Y.,  in  1911;  at  New  York,  N.  Y., 
fit  Ridgewood,   N.  J.,  at  Boise,  Idaho,  at  Ames,  la.,  and  at 


102 


GOOD    ROADS 


August  7,  1915 


Knoxvillc.  Tfnn..  in  1910;  at  Youngstown.  Ohio,  in  1909;  at 
Newton.  Mass.,  and  at  Garden  City,  Dodge  City,  Bucklin 
ami  Ford.  Kan.,  in  1908,  and  at  Bowling  Green,  Ky.,  in  1907. 
The  report  follows  the  general  lines  of  the  similar  reports 
on  the  same  subject  which  have  been  issued  in  previous 
years. 

STATE  HUJHWAT  i\>MMISSION  OF  AL,ABAMA.  fOUKTH 
ANXfAI.  RKl-OHT.  Kor  the  Period  from  March  SI,  1914,  to 
April  1.  I»li:  Bulletin  No.  8.— Paper;  6x9  ln»..  76  pp.  and 
corera:  Illustrated. 

Included  in  this  are  the  following:    A  brief  report  by  the 

Sute  Highway  Commission;  a  list  of  the  members;  a  tabular 

statement  shuwmg  state  aid   given   to  the  various  counties 

during  the  four  years  ending   March  31.   1915;  a  statement 

of  the  expenditures  of  the  State  Highway  Department  for  the 

four  years  ending  March  31,  1915;  statements  of  mileages  of 

different   kinds  of  roads,  appropriations,  etc.;   a   description 

of  state  aid  work  in  each  of  the  counties  of  the  state,  and  a 

table   showing  detailed   costs  of  contract  work   undertaken. 

The  illustrations  consist  of  views  of  improved  roads,  methods 

of  construction,  bridges,  convict  camps,  etc. 


PERSONAL  NOTES 


NEW  PUBLICATIONS 


WORKING  CONVICTS  ON  THE  PUBLIC  ROADS  OF  ALA- 
BAMA, by  W.  8.  Keller.  State  Highway  Engineer;  Bulletin 
No.  »  of  the  State  Highway  Department.  June,  1915.  Pa- 
per; tx9  Ins.,  IX  pp.  and  covers;  Illustrated. 

This  bulletin  consists  of  a  brief  discussion  of  the  utiliza- 
tion of  convicts  on  the  roads  of  Alabama,  with  special  at- 
tention to  the  cost  of  the  work.  The  illustrations  consist 
of  views  of  portable  quarters  used  on  convict  work. 

CONTRACT  FORM  AND  GENERAL  SPECIFICATIONS  FOK 
BRIDGE  WORK;  Illinois  State  Highway  Department;  Edi- 
tion of  July.   1915.     Paper;  S^xlOK   Ins..  34  pp.  and  covers. 

The  contract  form  and  specifications  included  in  this  are 
those  issued  by  the  State  Highway  Commission  this  year  for 
use  after  July  27  on  all  bridge  work  for  which  plans  and 
specifications  are  furnished  by  the  department.  The  specifi- 
cations cover  both  concrete  and  steel  bridges  and,  in  addi- 
tion, foundations,  painting,  specifications  for  various  bridge 
pavements,  etc. 

FISCAL  REGULATIONS,  ILLINOIS  STATE  HIGHWAY  DE- 
PARTMENT: Bulletin  No.  7,  printed  by  the  Commission, 
Springfleld.  111..  July,  1915.  Paper;  3%x6  Ins.,  20  pp.  ana 
covers. 

This  booklet  contains  the  rules  and  regulations  of  the 
commission  for  the  guidance  of  employees.  The  matter  is 
taken  up  under  the  general  heads  of  Employees,  Communica- 
tions, Expense  .\ccounts.  State  Property,  Reports  of  Field 
Work.  Expenditures,  and  .\ssistance  to  Rural  Communities. 

OIL  MIXED  CEMENT  CONCRETE,  By  Logan  Waller  Page.  Di- 
rector. U.  8.  Ofllce  of  Public  Roads;  Bulletin  No.  230,  United 
States  Department  of  Agricultural;  Contribution  from  the 
Office  of  t'ublic  Roads;  July  14,  1915. — Paper;  6x9  Ins..  26 
pp.;   Illustrated. 

The  contents  of  this  bulletin  consist  of  a  report  on  experi- 

metat    work    with    Portland    cement    concrete    containing    a 

small  percentage  of  oil,  and  discussions  of  the  use  of  such 

concrete   in   structures   of   various   kinds.     The   illustrations 

consist  principally  of  halftones  showing  the  results  of  tests, 

testing  methods  and   machines,  and  diagrams   showing  the 

results  of  tests. 

FOR  A  BKTTKIl  FORM  OF  GOVERNMENT  FOR  THE  CITY 
OF  NORFOLK.  VIRGINIA;  Issued  by  the  Chamber  of  Com- 
merce of  Norfolk.     Paper;   4x8   Ins.,   24  pp.  and   covers. 

This  booklet  is  devoted  to  a  discussion  of  various  plans 
of  city  government,  including  those  of  Des  Moines,  la., 
Memphis.  Tenn.,  Dayton,  Ohio,  and  Springfield,  Ohio,  fol- 
lowed by  conclusions  drawn  from  these,  recommendations  for 
the  city  of  Norfolk  and  a  review  of  the  constitutional  changes 
deemed  desirable  in  Virginia  to  permit  the  improvement  of 
city  government  in  that  state.  The  committee,  of  which  the 
iMioklet  is  the  report,  consisted  of  H.  H.  Rumble,  Chairman; 
R,  W.  Pcatross,  and  Jno.  E.  Burke. 


John  A.  Bruce  has  been  appointed  City  Engineer  of  Omaha, 
Neb. 

Robert  E.  Bustard,  County  Superintendent  of  Roads  of 
Passaic  County,  N.  J.,  died  recently  in  St.  Luke's  Hospital, 
New  York  City. 

John  Findley  Wallace,  of  Chicago,  111.,  has  been  retained 
by  the  City  of  Dallas,  Tex.,  to  furnish  plans  for  the  elimina- 
tion of  grade  crossings. 

Sir  Sanford  Fleming,  Hon.  Mem.  Can.  Soc.  C.  E.,  one  of  the 
most  prominent  civil  engineers  in  Canada,  died  recently  in 
Halifax,  N.  S.,  aged  88  years. 

C.  M.  Rogers  of  Daytona,  Fla.,  has  been  appointed  engineer 
in  charge  of  the  proposed  concrete  bridge,  one  and  one-eighth 
miles  in  length,  across  Indian  River  at  Cocoa,  Fla. 

A.  R.  Pardington,  Vice  President  and  General  Manager  of 
the  Lincoln  Highway  Association,  died  recently  in  Detroit, 
Mich.,  after  an  illness  of  several  months.    He  was  54  years  old. 

E.  E.  Krauss,  who  recently  resigned  as  Secretary  of  the 
American  Concrete  Institute,  has  been  appointed  sales  man- 
ager at  Philadelphia,  Pa.,  for  the  Penn-AUen  Cement  Co., 
Allentown,  Pa. 

Frank  R.  Williamson,  M.  Am.  Soc.  C.  E.,  who  has  been  en- 
gaged in  bascule  bridge  design  and  construction  as  Assistant 
Engineer  of  the  Sanitary  District  of  Chicago,  111.,  died  re- 
cently in  that  city. 

Philip  P.  Farley,  who  was  Consulting  Engineer  of  the  New 
York  State  Highway  Commission  during  the  administration 
of  Governor  Glynn,  has  resumed  private  practice  with  offices 
at  103  Park  Avenue,  New  York  City. 


NEWS  OF  THE  TRADE 


The  Garford  Motor  Truck  Co.,  Lima,  O.,  has  published  a 
collection  of  letters  to  state  and  county  officials  and  others, 
regarding  the  company's  publication  of  S.  M.  Williams'  book 
"Roads:  Their  Influence  Upon  Economic  and  Social  Condi- 
tions." 

The  Engineering  Construction  Co.,  Chicago,  111.,  has  issued 
quite  an  elaborate  book  concerning  the  Thomas  method  of 
reinforced  concrete  construction,  plans  and  estimates  of  which 
may  be  obtained  from  E.  A.  Clark,  M.  Am.  Soc.  C.  E.,  106 
North  La  Salle  Street,  Chicago,  Chief  Engineer  of  the  com- 
pany. 

The  Ball  Engine  Co.,  of  Erie,  Pa.,  has  recently  installed  Erie 
■  shovels  with  P.  H.  Murray,  the  Fulton  Engineering  Co.  and 
S.  T.  Benson  &  Co.,  New  York  contractors,  who  are  using, 
or  will  use,  the  machines  on  state  highway  work.  The  com- 
pany has  also  installed  a  shovel  with  the  Shore  Transfer  Co., 
of  Winston-Salem,  N.  C.  This  shovel  is  for  use  on  North 
Carolina  state  highway  work. 

The  International  Harvester  Company  of  America  has  is- 
sued a  souvenir  booklet  on  the  Panama-Pacific  and  the  Pana- 
ma-California Expositions  at  San  Francisco  and  San  Diego, 
Cal.  Following  a  short  description  of  the  Panama  Canal, 
are  more  extended  sections  dealing  with  the  two  expositions 
and  the  International  Harvester  exhibit  at  each.  The  booklet 
is  printed  in  colors,  is  profusely  illustrated  and  is  a  valuable 
addition  to  the  mass  of  literature  which  has  been  published  on 
this  subject. 


August  7,  1915 


GOOD    ROADS 


103 


NEW  MACHINERY  AND  APPLIANCES 


Asphalt  Distributor 

An  asphalt  distributor  of  a  new  type,  which  has  been 
brought  out  recently,  is  shown  in  the  accompanying  illus- 
tration. 

The  machine,  which  is  drawn  behind  a  tank  wagon  carry- 
ing the  supply  of  asphalt,  consists  of  a  gasoline  engine,  air 
compressor,  heater  and  distributing  mechanism,  mounted  on 
a  four  wheeled  truck.  It  is  about  14  ft.  long,  over  all,  and 
weighs  approximately  3,200  lbs.  A  tractor,  motor  truck, 
road  roller  or  team  may  be  used  to  draw  the  machine  and 
the  tank  wagon. 

The  air  compressor  is  driven  by  the  gasoline  engine,  the 
compressed  air  being  used  to  force  the  asphalt  from  the  tank 
to  the  distributor,  to  force  it  through  the  distributing  pipes 
and  nozzles,  to  atomize  the  asphalt  and  to  operate  the  reg- 
ulating mechanism  of  the  distributor.  Three  air  lines  lead 
from  the  receiver,  each  line  being  under  independent  pressure 
control  by  means  of  a  reducing  valve.  One  line  leads  to  the 
tank  to  force  the  asphalt  back  to  the  distributor,  one  to  the 
automatic  regulating  valves,  and  one  to  the  atomizing  nozzles. 

In  operation,  the  asphalt  is  forced  from  the  tank  through 
the  main  supply  pipe  to  the  distributing  apparatus.  The 
asphalt  passes  from  this  supply  pipe  through  valves  to  the 
four    flexible    metallic    tubes    supplying    the    nozzles.      The 


interfering  with  the  automatic  regulation  of  the  flow  in 
accordance  with  the  speed  of  the  truck. 

The  machine  is  equipped  with  four  distributing  nozzles 
situated  at  the  rear,  as  shown  in  the  illustration.  Each 
covers  a  width  of  2  ft.  of  road  surface,  making  the  total  width 
covered  by  the  machine  8  ft.  Each  nozzle  can  be  opened  or 
closed  without  stopping  the  machine  and  without  interference 
with  the  operation  of  the  other  three  nozzles.  Compressed 
air  is  supplied  to  the  nozzles  through  a  line  leading  from 
the  air  receiver  through  the  heater  and  then  to  each  nozzle 
through  a  flexible  metallic  tube,  passing  through  the  flexible 
metallic  tube  bringing  the  asphalt  from  the  automatic  valve 
to  the  nozzle.  Each  nozzle  consists  of  an  inner  air  nozzle 
and  an  outer  nozzle  for  the  asphalt.  The  heated  air  is  utilized 
for  atomizing  the  asphalt  at  the  nozzle  and  for  preventing 
the  clogging  of  the  pipes,  which  bring  the  asphalt  from  the 
automatic  valves. 

Among  the  special  claims  made  for  the  machine  are  that 
it  accomplishes  even  distribution  of  the  material  regardless 
of  the  speed  of  the  truck,  that  the  amount  of  material  to  be 
applied  to  any  particular  portion  of  the  roadway  can  be  reg- 
ulated without  interfering  with  the  automatic  control,  that 
the  placing  of  the  hot  air  pipes  within  the  asphalt  pipes  pro- 
vides   a    convenient    and    effective    means    of    softening    and 


valves  are  regulated  automatically  by  compressed  air 
brought  to  them  by  an  air  line  that  passes  through  a  coil 
heater  and  also  through  a  governor.  The  governor  is  oper- 
ated by  a  sprocket  gear  from  the  rear  wheels  of  the  truck 
and  regulates  the  air  in  such  a  way  as  to  open  or  close  the 
valves  as  the  speed  of  the  truck  is  increased  or  decreased, 
thus  providing  for  the  distribution  of  the  asphalt  at  a  uni- 
form rate  per  unit  of  road  surface.  The  heating  of  the  air 
keeps  the  valves  from  sticking.  Each  of  these  valves  is  pro- 
vided with  a  gauge  which  registers  the  valve  opening,  and 
is  also  provided  with  a  manual  adjustment  by  which  the 
amount   of  asphalt   passing  through  may   be  varied   without 


UNIFORM    ASPHALT    DlSTKiHUTOR. 

keeping  liquid  the  asphalt  and  that  one  man  can  operate  the 
machine. 

The  machine  is  known  as  the  Uniform  Asphalt  Distributor, 
and  is  manufactured  by  the  Uniform  Asphalt  Distributor  Co., 
of  Meridian,  Miss. 


About  57,874  sq.  ylld.  of  Pavement  Are  to  Be  Laid  in  Hay 
City,  Mich.,  durinjf  the  present  year,  according  to  recent  re- 
ports. Of  this  total  31,155  sq.  yds.  will  be  of  sheet  asphalt  and 
11,452  sq.  yds.  of  concrete  with  a  bituminous  topplnfc.  The 
total  cost  of  the  work,  exclusive  of  grading  and  incidental 
work,  will  be  nearly  ?100,000. 


1(M 


GOOD    ROADS 


August  7,  1915 


RECENT  PATENTS 


The  following  list  contains  the  numbers  of  the  principal 
patents  relating  to  roads  and  pavements  and  to  machinery 
used  in  their  construction  or  maintenance  which  have  recently 
been  issned,  together  with  the  names  and  addresses  of  the 
patentees,  dates  of  filing,  serial  numbers,  etc.  In  some  cases 
the  principal  drawing  has  also  been  reproduced.  Printed 
copies  of  patents  listed  may  be  obtained  for  5  cts.  each  by 
application  to  the  rnmmis'iioner  of  Patents,  Patent  Office, 
Washington,  D.  C. 


5     9 


t.I4tT(>.  METHOD  OF  TREATING  ROADWAYS.  Eugene 
L  Allen,  Los  Angeles.  Cal.  Filed  Aug:.  7.  1912.  Serial  No.  713.- 
M.     (CI.  104-58.) 


l.l4S,05I.      STREET   SWEEPER.     Thomas   R.   Kerr,    Norfolk, 
Vs.    Filed  Oct.  2»,   1909.    Serial  No.  626,274.     (CI.    16-17.) 


I.14»  IJJ.     STREET  CLEANER.     William  R.  Perry,  Hazleton, 
Pa.    Filed   Feb.  4.   1915.    Seiial  No.  6.142.     (CI.   16-17.)         "'"^""• 


1.14t.l4l.      STREET    SWEEPER.      Daniel    SlUo.    Aurora     111 


1,143,032.  ROAD  MACHINE.  James  M.  Bresee.  Mattoon,  111. 
Filed  Oct.   25,   1913.    Serial  No.   797,333.     (CI.   66-22.) 

1,143.190.  AUTOMATIC  CROSSING  GATE.  Charles  I.  Hall, 
Mount  Vernon,  Wash.  Filed  May  24,  1913.  Serial  No.  769,678. 
(CI.   39-88.) 


yryyyarxrymf; 


1,143,915.     CATCH    BASIN.      William    M.    Rapp,    Atlanta     Ga. 
Filed  Jan.   8,   1915.    Serial  No.  1,082.     (CI.   182-10.) 


T^.V^i^V^""    „9ULVERT.      William  S.  Hewett,  Minneapolis.  Minn. 
Filed  Jan.   20,   1916.    Serial  No.    3,267.     (CI.   72-52.) 


^^•\**i?^^-    STREET  SWEEPER.    Alvin   Brown.  Plainfleld,   111. 
Filed  Dec.   20,  1913.    Serial  No.   807,906.     (CI.   15-17.) 

1,147,203.  MEANS  FOR  DRYING  AND  HEATING  SAND 
STONE,  GRIT,  OR  OTHER  MATERIALS.  Fr.-ink  mTiIs  And.  ews 
h-^iT'       "^^^"^-     *^"*^"'   ^^y   ''■    l^l*-     Serial   No.    837,036.     (Cl'. 

1,147,492.  GROUND-BREAKING  DEVICE  David  Brter 
ff-lo!         '  °*"°-    ^"^^  -"""^  *■   ^"^-     Serial  No.   843,381       (Cl." 

1,147,648.  TAR-SPREADER.  Frank  B.  Rees  Quinov  111 
Piled  Jan.   18,  1915.    Serial  No.  2,971.     (Cl.   137-63.)    ^"'"°^'    "'• 


/o^ 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
Kew  Scries,  Vol.  X. 


NEW  YORK,  AUGUST  14,  1915 


Number 
7 


Founded  January,  1892 

published  weekly  by 
The  E.L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address  :    Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows;  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments— win  be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Standard   Plans    for   Streets   in   Philadelphia, 
Pennsylvania 

An  ordinance  providing  for  the  more  economical  con- 
struction and  maintenance  of  streets  and  a  more  uniform 
method  of  placing  street  improvements  was  recently  ap- 
proved by  Mayor  Blankenburg  of  Philadelphia,  Pa. 

The  measure,  which  was  framed  by  a  committee  composed 
exclusively  of  engineers  connected  with  the  Department  of 
Public  Works  of  Philadelphia,  authorizes  the  adoption  of 
standard  plans  and  cross  sections  for  the  construction  of 
street  improvements  and  provides  means  for  enforcing  com- 
pliance with  its  provisions. 

The  fundamental  purpose  of  the  ordinance  is  to  permit  of 
streets  being  paved  to  a  width  just  sufficient  to  accommodate 
vehicular  traffic  requirements  and  to  utilize  the  unpaved  por- 
tions for  lawn  and  tree  areas.  Provision  is  made  for  sub- 
sequent extension  in  the  width  of  the  paved  area  to  meet  any 
increasing  traffic  requirements. 


County   Engineers  of  Arizona  Form  a 
Permanent  Organization 

As  a  result  of  a  recent  conference  of  county  engineers  of 
Arizona,  held  at  Flagstafif.  Ariz.,  at  the  call  of  State  En- 
gineer Lamar  Cobb,  a  permanent  organization,  known  as 
the  Arizona  Association  of  Highway  Engineers,  was  formed. 
State  Engineer  Cobb  was  elected  President  and  County  En- 
gineer William  H.  Caruthers  of  Maricopa  County,  was 
chosen  as  Secretary. 

The  charter  members  embrace  the  engineers  of  all  of  the 


14  counties   of  the   state  and  all  of  the   engineers   who  are 
employed  in  the   State   Engineer's  department.  ^ 

The  association  adopted  resolutions  recommending  the 
standardization  of  bridge  designs  and  favoring  a  uniform 
system  of  accounting  to  be  adopted  by  all  counties  and  the 
state  engineer.  The  organization  also  went  on  record  as 
favoring  the  approval  of  all  bills  for  road  and  bridge  work 
by  the  county  engineer  responsible  for  such  expenditures. 


State  Highway  Commission  to  be  Urged  by 
South  Carolina  Farmers 

The  State  Farmers'  Union  of  South  Carolina  met  recently 
at  Columbia,  S.  C,  and  adopted  resolutions  which  are  be- 
lieved to  be  likely  to  have  an  important  bearing  on  the 
good  roads  movement  in  that  state. 

The  organization  pledged  itself  to  an  endeavor  to  secure 
the  establishment  of  a  state  highway  system  by  the  Legisla- 
ture of  1916,  the  creation  of  a  state  highway  commission  and 
the  taxing  of  all  motor  vehicles  to  provide  the  necessary 
funds. 


County  Units  Being  Organized  in  Texas 
Campaign  for  Good  Roads 

The  work  of  organizing  the  counties  of  the  State  of  Texas 
into  units  in  a  state-wide  campaign  for  good  roads,  having 
for  its  immediate  object  the  construction  of  what  is  known 
locally  as  the  Diamond  Loop  Highway,  is  progressing 
rapidly. 

The  proposed  highway  will  connect  San  Antonio,  Laredo, 
Brownsville  and  Corpus  Christi  with  650  miles  of  continu- 
ous hard  surfaced  road. 

County  leagues  which  are  now  being  organized  are  affiliat- 
ed with  the  Texas  Good  Roads  Association,  which  is  sup- 
porting the  project  in  its  efforts  to  establish  a  complete 
system  of  permanent  highways  in  the  state. 


Ohio  Highway  Department  to  Let  Contracts 
for  More  Road  Work 

In  addition  to  contracts  already  awarded,  aggregating 
over  $1,500,000,  as  noted  in  previous  issues  of  "Good  Roads," 
the  State  Highway  Department  of  Ohio  will  let  contracts  to 
the  amount  of  $586,826  on  August  20. 

The  work  will  be  done  in  20  counties  and  includes  bridge 
and  culvert  work  as  well  as  paving.  Some  of  the  items  are 
set  for  completion  this  year,  while  others  will  not  be  fin- 
ished until  June  or  July  of  1916. 

The  various  items  and  estimates  are  as  follows:  Adams- 
County,  3  miles,  $16,300.35;  Athens,  1.44  mile,  $36,033.55; 
Clinton,  8.82  miles,  $67,079.98;  Fayette,  2.19  miles,  $36,640.90; 
Fulton,  4.52  miles,  $39,750.08;  Guernsey,  3.43  miles,  $53,- 
269.44;  Henry,  5.61  miles,  $54,956.11;  Highland,  3.18  miles,. 
$23,335.19;  Jackson,  2.14  miles,  $15,742.02;  Lucas,  2.11  miles, 
$23,781.94;    Mahoning,    2.19    mi'es,    $18,603.36;    Portage,    1.04 


106 


GOOD    ROADS 


August    14.    1915 


Biiie.  $13,542.05:  Sandusky,  4.27  miles.  J51.063.28;  Seneca, 
2.09  miles.  $22,807.92;  Vinton.  1.13  mile,  $11,620.12;  Williams, 
il8  mile*.  $37,747.25,  alternate,  $30,581.17. 

The  following  items  come  under  the  Bureau  of  Mainte- 
nance and  Repairs:  Lorain,  2.19  miles,  $16,773.10;  Seneca, 
3.49  miles.  $2832.20;  Delaware.  1.44  mile.  $9,10il3;  Marion, 
1.08  mile.  $10,448.68. 


The  Production  of  Vitrified  Paving  Brick 
During  1914 

According  to  a  report  of  the  U.  S.  Geological  Survey,  pro- 
duction of  vitrified  paving  brick  during  1914  to  the  value  of 
$12,500,866  was  reported  from  28  states. 

Ohio  was  the  leading  state  in  the  production  of  paving 
brick  during  the  year  in  question,  reporting  an  output  of  293,- 
381.000  brick,  valued  at  $3,682,230,  or  $12.55  per  thousand. 

Illinois  ranked  second  in  production  and  value,  with  an  out- 
put of  157,176.000  brick,  valued  at  $2,086,344. 

Two  Days  of  Next  Week  Designated  as  Good 
Roads  Days  in  Kansas 

Wednesday  and  Thursday  of  next  week  have  been  desig- 
nated as  "good  roads  days"  by  Governor  Alfred  Capper  of 
Kansas.  It  was  at  first  intended  to  observe  "good  roads 
days"  in  September  when  the  active  harvest  work  would  be 
over,  as  noted  in  "Good  Roads"  for  July  31. 

Owing  to  the  fact  that  Kansas  roads  have  suffered  severely 
from  excessive  rains  and  floods  this  year,  it  was  decided  to 
set  the  earlier  dates  noted  above. 

In  his  proclamation  Governor  Capper  urges  all  male  citi- 
xens  to  volunteer  their  services  or  to  furnish  a  substitute, 
and  suggests  that  the  women  organize  committees  to  furnish 
lunch  for  the  workers. 


Production  of  Natural  and  Oil  Asphalt  During 
the  Past  Year 

A  recent  bulletin  of  the  U.  S.  Geological  Survey  states 
that  the  output  of  natural  asphalt  in  1914  amounted  to  77,588 
short  tons  valued  at  $630,623.  The  output  of  oil  asphalt 
from  domestic  petroleum  was  360,683  short  tons,  valued  at 
$3,016,969  and  the  production  of  oil  asphalt  by  American 
refineries  from  Mexican  petroleum  was  313.787  short  tons, 
valued  at  $4,131,153. 

In  certain  localities,  notably  Texas  and  Utah,  the  output 
of  certain  varieties  of  natural  asphalt  required  for  special 
purposes  showed  an  increase.  In  California  there  was  an 
increase  in  the  output  of  oil  asphalt  from  domestic  petro- 
leum resulting  largely  from  an  increased  use  of  asphalt  in 
highway   construction   in   that   state. 

Asphaltic  material  and  products  to  the  value  of  $186,142 
were  imported  for  consumption  during  the  calendar  year 
of  1914  as  against  exports  to  the  value  of  $1,247,020. 


Proposed  Construction  of  a  Cross-State 
Highway  in  Kansas 

A  movement  to  construct  a  highway  across  the  State  of 
Kansas,  from  the  Missouri  state  line  at  Bourbon  County. 
Kan.,  to  the  Colorado  line  at  Coolidge,  is  being  organized 
hj  citizens  of  Fort  Scott,  Kan.,  and,  according  to  reports  is 
receiving  support  from  cities  and  towns  along  the  proposed 
route. 

It  i*  planned  to  have  the  work  done  by  convict  labor,  the 
law  providing  that  counties  or  municipalities  may  employ 
convicts  on  road  or  street  work  at  a  cost  of  $1  per  day,  per 
taan,  in  addition  to  providing  guards,  tools  and  materials. 
Subsistence  is  furnished  by  the  state,  the  cost  being  de- 
cocted from  the  money  paid  by  the  county  or  city.  The 
balance  remaining  is  paid  to  the  family  or  dependents  of  the 


convict  or,  if  he  has  none  dependent  upon  him,  is  given  to 
him  on  completion  of  his  sentence. 

The  promoters  of  the  proposed  highway  have  planned 
the  route  to  include  Fort  Scott,  Yates  Center,  Eureka,  El 
Dorado  and  Wichita. 


Contracts  Awarded  for  Three  State  Aid  Roads 
in  Pennsylvania 

State  Highway  Commissioner  Cunningham  of  Pennsyl- 
vania awarded  contracts  for  three  state-aid  roads  during 
the  past  week.  The  total  amount  involved  in  the  construc- 
tion is  $115,645.04. 

The  Franklin  Construction  Co.,  New  York  City,  secured 
the  contract  for  a  road  through  the  Borough  of  Strouds- 
burg  in  Monroe  County,  at  $45,623.54.  This  section  of  high- 
way is  4,871  lineal  feet  in  length  and  varies  from  22  to  57 
ft.  in  width.  The  state  pays  one-half  of  the  cost  of  a  16-ft. 
highway,  the  balance  being  paid  by  the  borough. 

Dwyer  &  Co.,  Philadelphia,  Pa.,  were  awarded  the  con- 
tract for  5,843  ft.  of  16-ft.  roadway  through  the  Borough" 
of   Muncy,   Lycoming   County,   at   $41,877.07. 

The  third  contract  is  for  the  construction  of  4,940  ft. 
of  16-ft.  roadway  in  Milton,  Northumberland  County,  and 
was  awarded  to  Fogel  &  Co.,  HoIIidaysburg,  Pa.,  at 
$28,144.43. 


NEWS  NOTES 


A  Convict  Road  Camp  In  Osag:c  County,  MisRourl,  is  being 
operated  by  the  State  Higliway  Department  of  that  state.  The 
work  being  done  consists  of  widening  a  road  on  the  edge 
of  a  rock  bluff.  The  men  live  in  tents  furnished  by  the  State 
Highway  Department.  The  results  so  far  obtained  are  reported 
as  satisfactory,  and  it  is  stated  that  if  they  continue  so 
other  counties  are  expected  to  take  advantage  of  the  oppor- 
tunity of  utilizing  convicts. 


PavlDK  Brtcka  Were  Laid  Directly  on  the  Concrete  Founda- 
tion in  the  construction  of  a  road  recently  put  down  at  Paris. 
111.  The  concrete  foundation,  consisting  of  a  1:6  mixture  of 
cement  and  sand  and  gravel  aggregate,  was  laid  between  espe- 
cially designed  steel  forms.  It  was  finished  by  means  of  a 
steel  template  consisting  of  an  I-beam  and  a  channel  section 
placed  2  ft.  apart  and  carried  over  the  forms  by  rollers  at 
the  ends.  A  dry.  1;5  mixture  of  sand  and  cement  was  kept 
between  the  two  members  of  the  template  and  was  distri- 
buted in  a  thin  film  over  the  base  as  the  template  was  moved 
forward.  This  film,  which  was  about  3/16  in.  deep,  served  to 
fill  the  slight  depressions  in  the  surface  and  took  up  moisture 
from  the  base.  The  wire-cut-lug  bricks  used  for  the  pave- 
ment surface  were  laid  directly  on  this  surface,  rolled  with  a 
hand  roller  and  filled  with  cement  grout.  A  4-in.  concrete 
foundation  was  used. 


An  Automobile  HiKhway  from  Cascade,  Colo.,  to  the  Summit 
of  Plkea  Peak,  which  has  been  under  construction  by  private 
enterprise.  Is  nearing  completion.  The  company,  which  is 
known  as  the  Pikes  Peak  Auto  Highway  Co..  will  collect  toll 
from  those  driving  their  own  cars  over  the  road  and,  in''addi- 
tion.  will  operate  a  fleet  of  7  and  12-passenger  touring  cars  for 
the  transportation  of  passengers  from  Colorado  Springs  and 
Manitou  to  the  summit  and  return.  The  road  will  be  17  miles 
long  when  completed,  rising  from  an  elevation  of  7,415  ft. 
above  sea  level  at  the  starting  point  to  14,109  ft.  at  the  summit 
of  Pikes  Peak.  The  maximum  grade  is  10  per  cent,  and  the 
average  6  per  cent.  The  roadbed  is  20  ft.  wide  and 
is  Increased  to  26  ft.  on  the  shortest  curves.  Banks  are  cut 
back  so  as  to  provide  a  minimum  sight  distance  of  200  ft.,  ex- 
cept In  two  places,  where  125  ft.  has  been  necessary.  All 
curves  are  superelevated  for  a  speed  of  15  miles  an  hour.  The 
bridges  are  concrete  and  steel  deck  structures  with  concrete 
parapet  walls  and  are  located  on  tangents  in  such  a  manner 
that  they  can  be  seen  at  least  300  ft.  away.  A  portion  of  the 
road  runs  through  the  Pike  National  Forest,  right  of  way  hav- 
ing been   secured   from   the   government. 


August   14,   1915 


GOOD    ROADS 


107 


COMING  MEETINGS 


Sept.  13. — Tri-Statc  Roads  Association. — Third  annual  con- 
vention, San  Francisco,  Cal.  Executive  Secy.,  Geo.  E.  Boos, 
1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the  Pan-American  Road  Congress.) 

September  13-17 — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan  American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Builders' 
Association,  E.  L.  Powers,  150  Nassau  St.,  New  York,  N.  Y. 
Executive  Secretary,  American  Highway  Association,  I.  S. 
Pennybacker,  Colorado  Bldg,  Washington,  D.  C. 

October  4-7— Northwestern  Road  Congress— Annual  meet- 
ing, Cedar  Rapids,  la.  Secy.-Treas.,  J.  P.  Keenan,  Sentinel 
Bldg.,  Milwaukee,  Wis. 

October  11-12— National  Paving  Brick  Manufacturers'  As- 
sociation— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.  Blair,  B.  of  L.  E.  Bldg.,   Cleveland,  O. 

October  12-14 — American  Society  of  Municipal  Improve- 
ments— Annual  convention.  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Building,   Indianapolis,   Ind. 

November  17-19— National  Municipal  League— Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Roge.-s  Woodruflf, 
70S  North  American  Building,  Philadelphia,  Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  III. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


The  Pan-American  Road  Congress  Special  Train 

As  noted  in  the  issue  of  June  l2,  arrangements  have  been 
made  for  a  special  train  to  accommodate  delegates  to  the 
Pan-American  Road  Congress  at  Oakland,  Cal.,  next  month. 
The  itinerary  of  the  special  has  recently  been  made  public, 
as  has  also  a  tentative  schedule  of  the  return  trip. 

The  train  will  leave  Chicago,  111.,  over  the  Chicago  and 
North  Western  Railroad  at  6.45  p.  m.  Sept.  2  and  will  arrive 
at  St.  Paul,  Minn.,  at  8.00  a.  m.  the  next  day.  Breakfast  will 
be  served  at  the  St.  Paul  Hotel,  after  which  the  party  will 
take  an  automobile  trip  over  the  boulevards  of  the  city. 
The  ride  will  end  at  the  Soo  Line  Station  in  time  to  board 
the  special  which  will  leave  at  11.00  a.  m.  From  St.  Paul 
the  train  will  run  over  the  Soo  Line  and  the  Canadian  Pa- 
cific through  Minnesota  and  North  Dakota  and  the  Cana- 
dian provinces  of  Saskatchewan  and  Alberta,  arriving  at 
Banff  at  8.00  a.  m.  Sept.  5.  The  day  will  be  spent  at  Banff, 
meals  being  provided  at  the  Banff  Springs  Hotel.  During 
the  day  there  will  be  a  special  tally-ho  ride  to  Tunnel  Moun- 
tain, Buffalo  Park  and  other  points.  At  8.20  p.  m.  the  train 
will  leave  Banff,  arriving  at  Lake  Louise  at  9.40  p.  m.  A 
special  trolley  will  meet  the  train  and  carry  the  party  to  the 
Chateau  Lake  Louise  where  the  following  day,  Sept.  6,  will 
be  spent.  No  special  trips  have  been  arranged  for  this  day, 
the  time  being  left  for  such  sight-seeing  as  the  individual 
members  may  desire. 

The  party  will  leave  Lake  Louise  at  9.30  a.  m.  Sept.  7  and 
will  arrive  in  Vancouver  at  9.25  a.  m.  Sept.  8.  Leaving  Van- 
couver at  10.00  a.  m.  by  steamer,  the  party  will  reach  Seattle 
at  9.00  p.  m.  The  steamers  touch  at  Victoria,  where  a  two- 
hour  stop  will  be  made.  At  Seattle  rooms  and  meals  will 
be  furnished  at  the  New  Washington  Hotel.  All  September 
9  will  be  spent  in  that  city,  and  automobiles  will  be  fur- 
nished for  a  trip  through  the  city  and  the  suburbs.  The 
party  will  leave  Seattle  at  midnight  over  the  Northern  Pa- 
cific  Railway,   arriving   in    Portland   at   7.00  a.   m.    Sept.    10, 


where  another  motor  ride  over  the  principal  roads  will  be 
furnished  during  the  day.  At  8.15  p.  m.  the  party  will  leave 
over  the  Southern  Pacific,  arriving  at  Oakland  at  6.30  a.  m., 
Sept.  12.' 

The  train  will  be  composed  of  drawing  room,  compart- 
ment and  section  Pullman  cars,  a  dining  car  and  a  special 
baggage  car.  The  trip  will  be  under  the  management  of 
J.  Howard  Eager  &  Co.,  Baltimore,  Md.,  from  whom  more 
detailed  information  can  be  obtained.  It  is  stated  that  the 
price  of  the  trip  will  not  exceed  $188,  this  including  rail 
tickets  over  the  route  indicated  and  back  over  any  route; 
Pullman  accommodations  from  Chicago  to  Oakland;  accom- 
modations at  first-class  hotels,  and  meals  for  the  entire  trip 
both  at  hotels  and  on  the  dining  car. 

The  route  of  the  return  trip,  which  the  Congress  officials 
have  under  consideration,  is  through  Santa  Cruz,  Del  Monte, 
Santa  Barbara,  Los  Angeles,  San  Diego  and  Riverside,  Cal., 
the  Grand  Canyon  of  Arizona,  Denver,  Colo.,  and  Kansas 
City,  Mo.  Acording  to  present  plans,  the  train  will  leave 
San  Francisco  at  8.10  a.  m.,  Sunday,  Sept.  19,  and  arrive  at 
Chicago  at  8.20  a.  m.,  Saturday,  Oct.  2.  Included  in  the 
trip  are  stops  with  side  trips  at  Santa  Cruz,  Del  Monte, 
Santa  Barbara,  Los  Angeles,  San  Diego,  Riverside,  Grand 
Canyon  of  Arizona  and  Denver.  A  stop  of  about  four  hours 
will  be  made  at  Santa  Cruz.  The  night  of  September  19 
will  be  spent  at  Del  Monte,  and  the  night  of  September  20 
and  all  day  September  21  at  Santa  Barbara.  All  of  Septem- 
ber 22  and  23  will  be  spent  at  Los  Angeles  and  all  day  Sep- 
tember 24  at  San  Diego. 


MEETINGS 


Texas  Good  Roads  Association 

The  annual  midsummer  convention  of  the  Texas  Good 
Roads  Association  was  held  jointly  with  the  convention  of 
the  State  County  Judges'  and  Commissioners'  Association 
Aug.  5,  6  and  7,  at  Agricultural  and  Mechanical  College, 
College  Station,  Tex. 

The  most  important  feature  was  the  adoption  of  reso- 
lutions to  urge  the  enactment  of  a  bill  for  the  creation  of 
a  state  highway  department  and  the  appointment  of  a  state 
highway  engineer.  The  use  of  convict  labor  on  roads  was 
also   discussed. 

Dean  D.  W.  Spence  of  the  School  of  Engineering  of  the 
Agricultural  and  Mechanical  College,  presided  at  the  opening 
session.  Dr.  W.  B.  Bizzell,  President  of  the  college,  spoke 
on  the  importance  of  good  roads  from  a  social  and  moral 
standpoint.  County  Judge  J.  T.  Maloney  of  Brazos  County 
urged  direct  taxation  in  preference  to  bond  issues  for  build- 
in  t;-  roads. 

County  Judge  George  N.  Denton  of  McLennon  Counfy 
advocated  the  employment  of  a  competent  highway  engineer 
on  all  work  where  considerable  money  is  to  be  spent. 
Homer  D.  Wade,  former  secretary  of  the  association,  spoke 
on  "Good  Roads  From  An  Economic  Standpoint."  In  the 
evening,  A.  M.  Boles,  Division  Engineer  of  the  Association 
of  American  Portland  Cement  Manufacturers,  gave  an  illus- 
trated lecture  on  "Methods  of  Good  Roads  Construction." 

President  J.  W.  Warren  opened  the  second  day's  session. 
A.  M.  Johnson  of  the  Bureau  of  Municipal  Research,  New 
York  City,  delivered  an  able  ad'dress,  explaining  the  func- 
tions of  the  bureau.  George  D.  Marshall,  of  the  U.  S.  Office 
of  Public  Roads  and  Rural  Engineering,  dwelt  on  the  needs 
of  a  state  highway  department.  Discussion  on  the  question, 
"Are  Special  Road  Laws  Advisable?"  was  led  by  County 
Judge  Beauchamp  of  Lamar  County.  Discussion  on  the  use 
of  convict   labor  was   led   by   County  Judge  J.   M.  Tidwell. 


lOB 


GOOD    ROADS 


August   14,    1915 


Tf.  P.  N«»h  of  the  Bnrean  of  Economic  Geology,  University 
of  Texas,  discussed  the  various  road  materials  found  in 
the  state.  Mrs.  March  Culmore,  President  of  the  Texas 
Federation  of  Women's  Clubs,  spoke  on  "Why  Women 
Want   Good   Roads." 

A  plan  to  carry  on  systematic  road  work  throughout  the 
state  by  the  organization  of  sections  was  adopted  before 
the  close  of  the  meeting.  The  last  day  was  devoted  to  de- 
tail work  and  entertainment,  the  convention  closing  with  an 
informal  dinner  and  smoker.  The  executive  committee  will 
decide  upon  the  next  meeting  place.  Officers  will  be  elected 
at  the  meeting  next   February. 

In  connection  with  the  convention  there  were  many  ex- 
hibits of  road  materials  and  machinery,  and  a  demonstra- 
tion gravel  driveway  was  built  with  White  motor  trucks  and 
an  Austin  grader. 


PERSONAL   NOTES 


R.  M.  Mark  has  been  appointed  Assistant  Engineer  of  the 
New  York  State  Highway  Department,  with  headquarters 
«t  Rochester,  N.  Y. 

J.  E.  Conley  has  been  appointed  Superintendent  of  Con- 
stmction  of  the  combined  Departments  of  Sewers,  Water 
and  Highways,  at  Norwood,  Mass. 

B.  J.  Finch,  who  has  been  engaged  in  road  work  in  the. 
National  Parks,  has  been  placed  in  charge  of  road  work  in 
Division  No.  6  of  the  U.  S.  Forest  Service. 

J.  Russell  Ellis,  Assistant  City  Engineer  of  Regina,  Sask., 
has  been  appointed  Acting  City  Engineer  to  fill  the  posi- 
tion caused  by  the  resignation  of  G.  McArthur. 

E.  II.  Terwilliger  has  been  placed  in  charge  of  the  recent- 
ly established  office  of  the  Austin-Western  Road  Machinery 
Co.,  Chicago,  at  314  Bulletin  Building,  Philadelphia,  Pa. 

Governor  Whitman,  of  New  York,  has  appointed  the  fol- 
lowing delegates  to  the  Pan-American  Road  Congress: 
George  W.  Tillson,  Brooklyn;  Henry  A.  Van  Alstyne  and 
Edward  A.  Bond,  Albany;  W.  Pierrepont  White,  Utica,  and 
J.  Y.  McClintock,  Rochester. 

R.  T.  Stall,  E~  M.  Cer.,  has  become  associated  with  the 
Dunn  Wire-Cut-Lug  Brick  Co.,  Conneaut,  O.,  as  its  ceramic 
engineer.  Mr.  StuU  is  widely  known  as  the  author  of  num- 
erous contributions  to  ceramic  literature  and  has  been  for 
several  years  connected  with  the  Department  of  Ceramic 
Engineering  of  the  University  of  Illinois. 


NEWS  OF  THE  TRADE 


The  Willite  Road  Construction  Co.,  of  America,  has  been 
incorporated  under  the  laws  of  Maine,  with  an  authorized 
capital  of  $1,000,000,  to  construct  highways  and  pavements 
generally.  T.  L.  Croteau,  Portland,  Me.,  is  President  of  the 
company,  and  George  S.  Soule,  South  Portland,  is  Treasurer. 

The  Walter  A.  Zelnicker  Supply  Co.,  St.  Louis,  Mo.,  an- 
nounces that  it  has  purchased  the  good  will  and  stock  of  the 
Bintliff  Supply  Co.,  successors  to  Bintliff  &  Herb.  This  con- 
cern did  a  general  business  in  railroad,  mill  and  factory  sup- 
plies and  specialized  in  railroad  track  tools.  According  to  the 
announcement,  the  Zelnicker  Co.  is  at  present  disposing  of 
this  stock. 


NEWS  NOTES 


Thr  Krrrnt  l>2,.'MM>.000  lasue  or  Callfornln  Hlichn-ay  Bond*  has 

been  awarded  to  32  counties  of  the  state. 


C'ommluloner  Goas  of  St.  Paul,  Minn.,  has  asked  for  $671,500 
for   the   maintenance   of  streets  during   1916. 


The  Vetera  of  Dallaa  City  and  County,  Tex.,  have  ratifled  a 
bond  issue  of  $135,000  for  bridge  construction. 


The    City    Conncll    of   Hastinea,   Neb.,    Is    preparing    to    spend 
over  $300,000  for  paving  in  21   new  paving  districts. 


Comniliialouer  of  HlKhnaya  G,  J,  Cormier  o(  Brown  County, 
\%'iH.,  has  Inaugurated  the  patrol  method  of  highway  main- 
tenance. 


The  City  ConiniUalonera  of  San  Antonio,  Tex.,  recently 
awarded  13  paving  contracts  Involving  the  expenditure  of 
$361,924. 


The  Special  R<»ad  Commlaaion  of  Knox  County,  Tenn,,  re- 
cently awarded  contracts  for  73.76  miles  of  road  work  to  cost 
nearly   $245,000. 


The  County  Court  of  Grainger  County,  Tenn,,  has  called  elec- 
tion for  September  9  on  the  question  of  Issuing  $200,000  worth 
of  road  bonds. 


Hamilton  County,  Tenn.,  will  have  completed  or  under  way 
by  the  end  of  the  present  fiscal  year  $1,024,500  worth  of  road 
and  bridge  work. 


The  City  Council  of  Jefferaon,  la.,  has  authorized  the  paving 
of  28  blocks  of  city  streets.  Including  the  main  business  section 
of  the  city. 


The  MInneaota  State  HlKhnay  Commlaaion  has  ordered  the 
improvement  of  approximately  50  miles  of  highway  at  an 
aggregate  cost  of  about  $131,000. 


The  Voters  of  Jefferaon  Davis  Pariah,  La.,  have  voted  against 
a  proposition  to  issue  $400,000  worth  of  bonds  for  the  construc- 
tion of  a  system  of  good  roads. 


The   Good   Roada   Aaaoelatlon  of  Crittenden  County,  Ark.,   is 

arranging  for  a  good  roads  rally   and  barbecue  to   be  held  at 
Marion,  Ark.,  on  August  26. 


The  Good  Roada  Aaaoelatlon  of  Sacramento  County,  Cat.,  the 

organization    of    which    was    recently    noted    In    "Good    Roads," 
already  has  a  membership  of  over  2,000. 


A  Good  Roada  Aaaoelatlon  Waa  Organlxed  recently  at  Rock- 
port,  Tex.,  where  a  meeting  was  addressed  by  Thomas  A. 
Williams,  Field  Secretary  of  the  National  Highways  Associa- 
tion. 


Road  DIstricta  Noa.  1  and  2  of  San  Jacinto  County,  Tex.,  have 
voted  to  issue  $100,000  in  bonds  for  the  construction  of  a  link 
in  the  proposed  highway  connecting  Houston,  Livingston  and 
Lufkin,  Tex. 


!Vew  York  City  ORIclala  and  representatives  of  the  Long 
Island  Railroad  have  reached  an  agreement  for  the  elimina- 
tion of  grade  crossings  in  the  Far  Rockaway  district.  The 
cost  will  be  $1,000,000,  according  to  present  estimates. 


.AuKiiat  25  Will  He  Good  Roada  Day  at  Belleville,  III.,  accord- 
ing to  the  plans  of  the  St.  Clair  County,  111.,  Good  Roads  Asso- 
ciation. A  picnic  will  be  held  at  the  Belleville  Fair  Grounds 
and  the  proceeds  will  be  used  in  improving  the  road  between 
Belleville  and  Freeburg,  111. 


County  Sufterlntendent  of  IliBhwaya  I>.  I,.  Royer  of  Adams 
County,  111,,  is  planning  for  a  "good  roads  week"  in  the  county, 
when  every  man  will  be  asked  to  give  at  least  one  day's  work 
on  the  roads  with  a  team.  It  is  probable  that  prizes  will  be 
awarded  to  the  three  townships  making  the  best  showing  and 
to  Individuals  in  each  township  making  the  greatest  improve- 
ment  In    the   road   running   past  their  property. 


(-f 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Ck>ntracting 


Old  Series,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  AUGUST  21,  1915 


Number 

-      8 


Founded  January,  1892 

published  weekly  by 
The  E.  L.  Po'wees  Company 


E.  L.  Powers.  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NA.SSA.TJ  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:    Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 


Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments—will be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Bids    Received   on    $800,000    Worth   of 
Road  Work  in  Ohio 

Bids  were  received  recently  by  the  State  Highway  Com- 
mission of  Ohio  for  road  work  aggregating  approximately 
$800,000,  which  was  noted  in  the  issue  of  "Good  Roads"  for 
July  31. 

In  some  instances  the  bids  were  upon  alternative  ptans, 
so  all  of  the  contracts  were  not  awarded  at  the  time  the 
bids  were  opened,  owing  to  the  necessity  of  ascertaining  the 
wishes  of  local  authorities. 

The  lowest  bidders  for  the  various  pieces  of  construc- 
tion,  were   as   follows: 

Muskingum  County,  National  Road,  Union  Township,  309 
ft:  Paris  &  Bayles,  Dayton,  $960;  Section  F,  of  National 
Road,  254  ft.:  Parrish  &  Bales,  Dayton,  $812. 

Fairfield  County,  Section  M,  bridges  and  culverts,  14  miles: 
G.  L.  Heppy  &  Sons,  Pickerington,  $3,495. 

Hocking  County,  Section  I,  Logan-Athens  Road,  quarter 
inile,  brick:  E.  C.  Lewis  &  Co.,  Rockford,  $22,937. 

Licking  County,  .Section  O,  Columbus-Millersburg  Road, 
2.7  miles,  macadam:  Lamb  &  Neal,  Thornville,  $24,800;  Section 
E,  Columbus-Newark  Road,  macadam,  5,187  ft.,  repair:  Charles 
Vogelmeyer,   Newark,   $6,767. 

Lorain  County,  Section  D,  Milan-Elyria  Road,  4.4  miles, 
macadam:  Knepper,  Burr  &  Jacobs,  Tiffin,  $28,500. 

Shelby  County,  Section  B,  Sidney-Wapakoneta  Road,  2.7 
miles,  macadam:    John  F.  Hipskind,  Richmond,  Ind.,  $26,800. 

Trumbull  County,  Section  P,  Youngstown-Sharon  Road,  3.8 
miles,  macadam:  Evans  &  Walters,  Hubbard,  $27,973 

Lawrence  County,  Section  A,  Ironton-Miller  Road,  tunnel 
repair:    M.  E.  Murphy  Co.,  Columbus,  $2,338. 


Several  bidders  sought  the  contract  for  building  two  pieces 
of  the  National  Road  east  of  Columbus  in  Franklin  County, 
which  will  complete  the  improved  highway  between  Zanes- 
ville  and  Columbus.  Since  those  were  on  alternative  materials, 
the  results  were  not  announced  at  the  time.  Alternative 
bids  were  received  also  on  Section  C,  Toledo-Perrysburg 
Road,  Wood  County. 


Roads  Damaged  by  Floods  in  Vicinity  of  Erie, 
Pennsylvania 

The  damage  to  state  highways  in  the  vicinity  of  Erie,  Pa., 
by  the  recent  floods  will  amount  to  approximately  $75,000, 
according  to  a  statement  by  Chief  Engineer  William  D.  Uhler 
of  the  Pennsylvania  State  Highway  Department,  who  made 
an  inspection  recently  with  Assistant  Engineer  Frame  of  the 
Erie  district. 

Reconstruction  and  repair  of  the  damaged  roads  will  begin 
at  once  under  the  immediate  direction  of  County  Superintend- 
ent of  Roads  Van  Vleck  of  Erie  County. 


Roads  in  Crater  Lake  Park  to  be  Hard- 
Surfaced  Next  Year 

It  has  been  authoritatively  stated  that  an  appropriation 
of  $100,000  will  be  requested  for  the  purpose  of  hard-surfacing 
the  roads  in  the  Crater  Lake  National  Park,  Oregon,  during 
the  coming  year.  Warrenite  will  be  the  material  used, 
according  to  present  plans. 

By  the  end  of  the  present  year,  the  government  will  have 
completed  the  grading  of  40  miles  of  the  roads,  leaving 
approximately  25  miles  still  to  be  graded.  As  only  $50,000 
was  secured  for  the  work  this  year,  it  was  found  to  be  im- 
possible to  complete  the  grading  during  the  present  season. 


State  Commissioner  of  Highways  Duffey 
Opposes  Consolidation 

One  of  the  amendments  considered  by  the  Constitutional 
Convention  of  New  York  State,  in  session  at  present  at 
Albany,  N.  Y.,  provides  for  the  consolidation  of  the  State 
Departments  of  Public  Works,  Engineering  and  Highways 
under  one   head. 

The  plan  is  opposed  by  State  Commissioner  of  Highways 
Edwin  Duffey  in  a  statement  to  the  committee  having  the 
matter  under  consideration,  the  Commissioner  holding  that 
the  work  of  the  Department  of  Highways  is  such  that  it 
should  be  entirely  separate  and  distinct  and  should  not  be 
made  a  mere  bureau  of  another  department. 

Commissioner  Duffey  called  attention  to  the  fact  that  the 
amount  to  be  expended  for  new  highway  construction  in  the 
state  is  approximately  $40,000,000,  the  wise  expenditure  of 
which  should  take  at  least  four  years  and  possibly  longer. 
At  the  same  time,  the  departinent  has  charge  of  the  main- 
tenance of  existing  roads  on  which  approximately  $4,000,000 


no 


GOOD    ROADS 


August  21,  1915 


»  ytu  is  spent.  He  suted  that  when  the  present  construc- 
tion money  is  expended,  the  state  would  have  between  8,000 
and  9.000  miles  of  highway  to  maintain,  on  which,  it  is  to  be 
expected,  the  annual  maintenance  charges  will  approximate 

$s^ooo.ooa 

In  view  of  the  foregoing  facts,  the  Commissioner  gave  u 
as  his  opinion  that  the  Department  of  Highways,  both  during 
tke  period  of  construction  and  afterward,  when  the  problem 
will  b*  largely  one  of  maintenance,  is  of  such  size  as  to 
warrant  and  require  a  separate  organization. 

Commissioner  Duffey  pointed  out  that  highway  engineer- 
ing is  distinctive  and,  if  the  public  works  of  the  state  were 
consolidated  under  one  head,  or  under  one  commission,  there 
woold.  of  necessity,  be  separate  departments  or  bureaus  of 
which  that  dealing  with  highways  would  be  one  of  the  largest, 
one  of  the  most  important  and,  in  all  probability,  the  one 
with  the  greatest  amount  of  detail.  The  general  head  or 
heads  could,  at  best,  exercise  only  supervisory  authority,  the 
highway  engineering  would  be  distinct  from  other  kinds  of 
public  work  and  would  require  an  engineering  force  of  its 
own. 

Another  consideration  mentioned  by  the  Commissioner 
was  that  of  accounting.  He  pointed  out  that  the  depart- 
ment has  charge  of  the  expenditure  of  from  $15,000,000  to 
$20,000,000  annually  of  state,  county,  citv.  villaee  and  town 
money,  all  ot  which  is  administered  under  specral  laws  pro- 
vided for  this  special  purpose  and  not  adapted  to  the  use 
of  any  other  department,  and  that  the  system  of  accountmg 
in  use  is  one  especially  devised  for  the  department  and  not 
suited  to  any  other  department. 

For  all  of  these  reasons,  Commissioner  Duflfey  is  of  the 
opi.iion  that  the  Highway  Department  must  be  separate  from 
all  other  departments  and  served  by  men  trained  to  and 
experienced  in  this  class  of  work,  in  order  to  secure  the 
maximum  efficiency. 


Paving  Aggregating  $3,000,000  Contemplated 
in  St.   Louis,  Missouri 

According  to  the  Board  of  Public  Service  of  St.  Louis,  Mo., 
owners  of  property  lying  west  of  Jefferson  Avenue,  will 
be  required  to  expend  at  least  $3,000,000  within  the  next 
few  years  in  the  reconstruction  of  from  150  to  200  miles  of 
paved  streets. 

The  regulations  provide  that  such  matters  may  be  taken 
up  by  the  Board  of  Public  Service  of  its  own  motion  and 
need  not  necessarily  be  initiated  by  the  property  owners. 
The  latter,  however,  may  be  heard  when  the  ordinances 
come  up  for  action  by  the  Board  of  Aldermen. 

It  is  stated,  however,  that  the  condition  of  some  of  the 
streets  is  such  that  the  Board  of  Public  Service  may  recom- 
mend their  reconstruction  regardless  of  possible  protests 
from  owners  of  property. 

Director  of  Streets  Talbert  estimates  that  the  city  will 
hare  to  bear  probably  50  per  cent,  of  the  cost  of  recon- 
structing approximately  2  per  cent,  of  the  streets  in  the 
section  involved.  TTie  remaining  cost  will  be  a  charge  against 
abutting  property. 


Road    Work    in    Hamilton    County, 
Tennessee 

At  the  close  of  the  present  fiscal  year,  Hamilton  County, 
Tennessee,  of  which  Chattanooga  is  the  county  seat,  will 
have  completed,  or  will  have  well  under  way  toward  com- 
pletion, highway  work  costing  over  $1,000,000.  All  of  the 
work  is  in  the  immediate  vicinity  of  Chattanooga  and  will 
tend  to  facilitate  traffic  to  other  towns  and  to  the  neighbor- 
ing  farming  territory. 

Up  to  the  first  of  this  month,  work  representing  an  expendi- 
ture of  $128,000  had  been  completed  and  other  work  com- 


menced or  about  to  be  started  amounted  to  $896,000.  The 
work  already  completed  at  that  date  included  three  con- 
tracts on  Main  Ave.,  at  a  cost  of  ?45,000;  repairs  to  the 
Walnut  St.  bridge,  costing  $70,000,  and  several  smaller  jobs. 
The  work  under  construction  included  the  following:  Market 
St.  bridge,  $700,000;  Wauhatchie  Pike,  $125,000;  Riverside 
Drive,  $25,000;  Lauderbach  to  Glass  St.,  $25,000,  and  McCal- 
lie  Ave.,  $14,000. 


Reinforced    Concrete    Bridge    over    Arkansas 
River  at  Tulsa,  Oklahoma 

A  reinforced  concrete  bridge,  1,470  ft.  6  ins.  long  from  end 
to  end  of  abutments,  is  to  be  built  across  the  Arkansas 
River,  connecting  the  cities  of  Tulsa  and  West  Tulsa,  Okla., 
as  noted  briefly  in  "Good  Roads"  for  -August  7.  The  County 
Commissioners  of  Tulsa  County  will  open  bids  for  the  work 
on  August  26. 

The  bridge  will  be  of  the  open  spandrel  type,  with  abut- 
ment approaches  of  36  ft.  each,  and  will  consist  of  four  spans 
of  80  ft.,  twelve  spans  of  77  ft.  6  ins.,  and  two  spans  of  74  ft. 
3  ins.  The  work  will  include  9,800  cu.  yds.  of  concrete  and 
270  tons  of  reinforcing  steel,  according  to  the  engineer's 
estimates. 

There  will  be  a  30-ft.  roadway  paved  with  asphalt  or 
creosoted  wood  blocks,  and  two  4-ft.  sidewalks.  The  center 
of  the  roadway  will  be  occupied  by  a  street  railway  track. 


Paving  Plans  for  Next  Year  in  Baltimore, 
Maryland 

The  last  $500,000  to  the  credit  of  the  $5,000,000  paving  loan 
in  Baltimore,  Md.,  will  be  appropriated  in  1916  and  will  be 
expended  in  the  southeastern  and  southwestern  sections  of 
the  city,  according  to  plans  announced  by  R.  Keith  Comp- 
ton,   Chairman   of  the   Baltimore   Paving  Commission. 

Work  in  the  sections  in  question  has  been  delayed  owing 
to  the  extension  of  the  city  sewerage  system.  This  work, 
it  is  expected,  will  be  completed  by  the  close  of  the  present 
year,  so  that  paving  operations  may  follow  in  the  spring. 

Surveys  are  now  being  made  to  determine  which  streets 
shall  be  put  under  contract  during  the  winter  and  a  tentative 
list  has  already  been  compiled  by  the  Engineering  Depart- 
ment of  the  Paving  Commission. 

In  addition  to  the  $500,000  to  be  appropriated  from  the 
paving  fund,  it  is  expected  that  the  paving  tax  will  yield 
approximately  $300,000. 


Pennsylvania  Highway  Commissioner  Speaks 
on  Toll  Roads 

In  an  address  at  a  meeting  held  recently  at  Colunihia, 
Pa.,  to  discuss  the  freeing  of  toll  roads,  State  Highway 
Commissioner  Cunningham  outlined  the  growth  of  the  toll 
road  system  in  Pennsylvania  and  told  of  the  growth  in  senti- 
ment manifested  throughout  the  state  against  this  form  of 
exacting  money  from  travelers.  He  stamped  the  toll  road 
as  "an  emblem  of  the  dark  ages,"  and  asserted  that  he  was 
in  full  sympathy  with  efforts  being  made  to  have  all  high- 
ways freed  for  the  use  of  the  traveling  public. 

The  Commissioner  said  that  in  1911,  when  the  present 
State  Highway  Department  was  created,  there  weTe  717 
miles  of  toll  roads  in  the  state,  521  miles  of  which  were 
on  state  highway  routes.  He  said  that  89  miles  had  been 
taken  over  by  the  State  Highway  Department  and  made 
free  for  the  use  of  the  public,  but  called  attention  to  the 
fact  that  Lancaster  County  still  had  77  miles  of  toll  roads 
on  state  highway  routes. 

The  Commissioner  said  that  preliminary  negotiations  for 
the  purchase  of  eleven  turnpikes  throughout  the  state  had 
been  begun  by  the  Department.     He  concluded  as  follows: 


August  21,  1915 


GOOD     ROADS 


111 


"The  Highway  Department  has  received  from  the  Legis- 
lature sufficient  authority  to  take  over  all  these  toll  roads 
but,  unfortunately,  the  Legislature  did  not  provide  the  De- 
partment with  sufficient  funds  to  do  it  as  promptly  as  we 
would  desire,  and  it  is  for  this  reason  that  we  ask  the  co- 
operation in  a  financial  way  of  all  those  who  are  interested 
in  this  most  important  matter  so  that  our  state  may  be 
speedily  freed  from  the  obnoxious  toll  road." 


San  Antonio,  Texas,  Has  More  Than  33  Miles 
of  Pavement  Completed 

According  to  a  report  issued  by  Street  Commissioner  Clin- 
ton H.  Kearney,  of  San  Antonio,  Tex.,  not  quite  half  of  the 
$3,450,000  paving  bond  issue  was  expended  up  to  the  end  of 
July  and  the  city  has  33.11  miles  of  new  pavement  com- 
pleted. There  are  also  25.15  miles  under  contract,  some  of 
which   is   already   under  way. 

The  following  table  shows  the  mileage  completed  and 
under  contract  and  the  type  of  paving  used: 

Type.  Finished.  Contract.  Total. 

Woodblock 3.87  2.54  6.41 

Brick 7.67  5.38  13.05 

Uvalde  rock  asphalt 1.94  2.63  4.57 

Bitulithic 5.06  .76  5.82 

Aspbaltic    concrete 7.07  4.71  11.78 

Concrete 4.70  4.74  9.44 

Bituminous  macadam 30  .34  .64 

Granitoid 2.50  4.05  6.55 

Total 33.11  25.15  58.26 


COMING  MEETINGS 


September  13. — Tri-State  Roads  Association. — Third  annual 
convention,  San  Francisco,  Cal.  Executive  Secy.,  Geo.  E. 
Boos,  1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the  Pan-American  Road   Congress.) 

September  13-17. — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan-American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Build- 
ers' Association,  E.  L.  Powers,  150  Nassau  St.,  New  York, 
N.  Y.  Executive  Secretary,  American  Highway  Associa- 
tion, L  S.  Pennybacker,  Colorado  Bldg.,  Washington,  D.  C. 

September  16. — Pacific  Highway  Association. — Fifth  annual 
meeting,  San  Francisco,  Cal.  Secretary,  Henry  L.  Bowlby, 
510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

October  4-7. — Northwestern  Road  Congress.  —  Annual 
meeting.  Cedar  Rapids,  la.  Secy-Treas.,  J.  P.  Keenan, 
Sentinel   Bldg.,   Milwaukee,   Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,   B.  of  L.   E.   Bldg.,  Cleveland,   O. 

October  12-13 — Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingham,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruflF,   705   North   American   Bldg.,   Philadelphia,   Pa. 

February  15-18,  1916.— National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
Le  SoUe  Si-,  Clikago,  III. 


Alabama  Good  Roads  Association 

The  Alabama  Good  Roads  Association  has  accepted  the 
invitation  of  the  people  of  Birmingham,  the  Jefferson  County 
Good  Roads  Association  and  the  Birmingham  Chamber  of 
Commerce  to  hold  the  19th  annual  session  in  that  city  on 
October  12  and  13.  The  meeting  will  be  held  during  the 
State  Fair  when  low  rates  will  be  offered  to  induce  a  large 
attendance  at  the  convention. 

An  effort  will  be  made  to  secure  some  of  the  most  dis- 
tinguished good  roads  advocates  in  the  United  States  and 
those  interested  in  national  highways  to  attend  the  con- 
vention. It  is  expected  that  a  most  interesing  program  in 
every  way  will  be  carried  out. 

There  are  over  50  county  and  twenty-odd  town  and  dis- 
trict good  roads  associations  in  the  state.  Each  association, 
chamber  of  commerce,  farmers'  union  and  other  similar  or- 
ganizations will  be  urged  to  send  delegates  to  the  con- 
vention. 


MEETINGS 


The  second  semi-annual  session  of  the  County  Superin- 
tendents of  Highways  from  the  northern  district  of  Illinois, 
was  held  recently  at  Rock  Island,  111.  Fourteen  counties  were 
represented.  L.  B.  Neighbor,  Superintendent  of  Lee  County, 
President  of  the  organization,  addressed  the  meeting  on 
"How  to  Make  the  Northwest  Division  the  Leading  Divi- 
sion of  Illinois."  Other  addresses  were  as  follows:  Alex 
Anderson,  Superintendent  of  Ogle  County,  "Causes  of  Ero- 
sion of  Gravel  and  Macadam  Roads  and  Remedy";  H.  E. 
Surman,  "Amendments  of  1914  to  the  1913  Road  and  Bridge 
Law,  Their  Meaning  and  Importance  to  a  County  Super- 
intendent"; O.  G.  Hively,  Superintendent  of  Stephenson 
County,  "Legal  Tax  Levies  and  Suggestions  How  to  Make 
Them  Stand  in  Court  When  the  Railroad  Attorney  Objects 
for  His  Company."  County  Engineer  Treichler  and  Divi- 
sion Engineer  Surman  led  discussions  on  the  subject  "Trips 
of  Inspection  of  the  Various  Types  of  Roads  of  Rock  Island 
County." 


PERSONAL   NOTES 


W.  E.  Dozier,  formerly  City  Engineer  of  Temple,  Tex., 
has  been  appointed  engineer  in  charge  of  the  paving  at 
Taylor,  Tex.,  where  $300,000  is  to  be  expended. 

J.  H.  Lendi,  formerly  assistant  to  A.  G.  Carlson,  Mechanical 
Engineer  of  the  Universal  Portland  Cement  Co.,  has  been 
given  the  title  of  Electrical  Engineer  in  the  Engineering  De- 
partment of  that  company. 

John  N.  Carlisle,  former  State  Highway  Commissioner  of 
New  York  State,  who  had  been  retained  in  an  advisory  ca- 
pacity under  the  administration  of  State  Highway  Commis- 
sioner Duffey,  has  resigned. 


NEWS  OF  THE  TRADE 


The  Tamante  Corporation  has  been  organized  at  Portland, 
Me.,  to  do  paving  work  and  to  deal  in  paving  materials.  The 
concern  is  capitalized  at  $10,000,  all  common  stock.  Officers 
are  President  and  Treasurer,  John  H.  Stone,  Boston,  Mass.; 
Clerk,  Edward  S.  Anthonie,  Portland,  Me. 


112 


GOOD    ROADS 


August  21,  191.S 


Th«  W»y-CIean$e  Co.,  Sandusky,  O.,  manufacturers  of  suc- 
tion street  cleaners,  have  issued  a  unique  circular  in  the 
shape  of  a  photographic  print  of  their  machine  in  action,  with 
descriptive  reading  matter  photographed  in  with  the  illus- 
trations. The  machine  is  operated  by  gas-electric  power 
and  can  be  arranged  as  a  sweeper,  sprinkler  or  squeegee. 

The  Tucker  Brick  Co.  has  been  formed  at  Kissimmee,  Fla., 
with  a  capital  stock  of  $100,000  and  a  limited  indebtedness 
of  I250,00a  The  officers  are  J.  Wade  Tucker,  President  and 
Treasurer:  E.  L.  Leslie  and  W.  .\.  McCool.  Vice  Presidents; 
C,  A.  Carson,  Secretary.  The  concern  will  manufacture 
paring  bricks  out  of  cypress  sawdust  by  a  process  invented 
by  Mr.  Tucker.  It  is  said  that  the  bricks  are  black  and  are 
made  from  cypress  sawdust  and  hydroline  under  a  pressure 
of  from  50  to  100  tons. 


.4t  ■  Hrornt  Mrvtinic  of  <be  Brndentotrn,  Fla.,  Board  o(  Trade, 

Garner  A.  Blckctt,  Division  Engineer  of  the  Association  of 
American  Portland  Cement  Manufacturers,  made  an  address 
on  the  subject  of  concrete  roads. 


The  County  Commlsaionera  of  WanhlOKton  CouRty,  O.,  have 
levied  taxes  of  0.70  mill  for  greneriil  road  purposes  and  0.50 
mill  for  state  highway  and  main  market  road  work.  A  114- 
mlll  levy  for  Inter-county  and  main  market  road  work  will  be 
submitted  to   the  voters  at  the   fall   election. 


The  County  romnilaalanera  of  Reno  County,  Kan.,  have  de- 
cided to  levy  a  tax  of  1  mill  for  county -road  purposes  during 
the  coming  year.  This  will  be  In  addition  to  the  special  auto- 
mobile tax  which  is  used  for  road  draggln-  and  a  special 
bridge  levy  for  the  construction  of  two  bridges,  one  at  Hutch- 
inson  and   one   at   Nlckerson. 


NEWS    NOTES 


Tk»   GaaJ    RoatU   CoBMnlaalan   of   Hnaaphreya    County,  Tenn,, 

aa  awarded  the  contract  for  200  miles  of  roads. 


T«t**a  vf  Cireeaw**4.  s.  C,  recently  voted  In  favor  of  a  bond 
Isaue  of  tlOO.OOO  for  permanent  street  paving. 


Th»  Baard  af  9u|»ervlaora  of  Bntaiet  County,  Mich.,  is  con- 
alderlHK  a  J-mlU  asaessment  for  good  roads  during  the  coming 
yaar. 


Aulharitira  of  Huatavllle,  Ala.,  have  awarded  a  contract 
for  the  entire  paring  of  city  streets  at  an  expenditure  of 
tlM.OOO. 


Tha  City  af  Car*aa  Chrlatl.  Tex,,  recently  awarded  a  contract 
for  it.OOO  sq.  yda.  of  bitulithic  paving  at  a  cost  of  approxi- 
mately t!5S,000. 


Praaklla  Cauaty,  .tUk,  Held  aa  Eleetton  recently  at  which 
It  waa  voted  to  Issue  $145,000  worth  of  bonds  for  the  purpose 
of  building  pike  roads. 


The  C^aaty  Court  of  Pranklla  Connty,  Tenn„  has  called  an 
election  for  September  17  for  the  purpose  of  voting  on  a  bond 
Isaue  of  tlSO,000  for  pike  roads. 


Tfca  Prarluce  af  Kambalea,  P.  I,  Is  preparing  to  open  up  a 
direct  road  t>etween  Iba  and  Maslnoc,  to  replace  the  present 
coast   road  between   these  points. 


Au  eieetlaa  Will  he  Held  In  Tehama  County.  Cal.,  on  Sep- 
tember X  to  vote  on  a  proposed  bond  Issue  of  $140,000  for  the 
construction  of  three  bridges  over  sloughs  east  of  Red  Bluff. 


TW  Cttr  Cauuell  af  Lake  Village.  Ark„  has  appointed  a 
commission  to  take  charge  of  the  paving  In  District  No.  1  in 
which  la  Included  the  main  street  of  the  city.  M.  P.  Walker  Is 
Chairman  of  the  commission. 


The  J(ew  Mexlea  Branch  of  the  National  HIghwaya  Asao- 
clatlaa  has  elected  the  following  officers:  President,  Col.  R.  E. 
Twitchell.  I^B  Vegas,  reelected;  Secretary.  David  R.  Lane,  Al- 
buquerque: Treasurer,  John   Becker,  Jr.,  Helen. 


Tfce  Mate  <iaa4  Roada  Aaaoclatloa  of  New  Mexico  at  its  re- 
cent session  at  Aubuquerque,  N.  M.,  recommended  a  bond  Issue 
of  tS.000.000  for  the  construction  of  good  roads  and  for  drain- 
ing the  basins  of  the  Pecos  River  and  the  Rio  Grande. 

The  KaaHaaka  Cauaty  Highway  Aaaoriatlon  was  organized 
recently  at  Warsaw,  Ind.,  with  the  following  officers:  Presi- 
dent. W.  D.  Frazer,  Warsaw:  Vice-Presidents,  John  Radcllff, 
Plercton:  E.  W.  Orosso,  Silver  Lake;  Secretary. Treasurer,  C  E 
Baker.   Warsaw. 


Th«  mata  af  Waaklagtam  haa  under  construction  over  217 
mllea  of  highways  at  a  cost  exceeding  »»00,000,  while  the  coun- 
tlea.  under  the  permanent  highways  act,  are  building  207  mllea 
at  a  cost  of  tl.lS4.000.  according  to  statistics  compiled  by  State 
Ui«kw«jr  eonmtaaloner  "WUUam  p.  Roy 


The  Good  Roada  Board  of  the  Chamber  of  Commerce.  Zaues- 
vUle,  O.,  will  ask  manufacturers  of  paving  materials  to  lay 
demonstration  strips  of  pavement  at  the  coming  Muskingum 
County  Pair.  It  is  planned  to  make  the  good  roads  movement 
a  feature  of  the  fair  and  George  F.  liudislll,  of  the  Ohio  State 
Highway  Department,  will  make  several  addresses  on  the  sub- 
ject. 


The    Gulf    Coaat    and    MInhIhsIppI    Hlshnay    AMsorintlon    has 

been  formed  in  Hattie.sburg,  Miss.  The  officers  are  as  follows: 
President,  J.  Trigg  Wood,  Collins;  Secretary,  M.  I^ytle,  Gulf- 
port;  Vice-Presidents,  W.  C.  Batson,  Wiggins;  J.  O.  Rea,  Hat- 
tlesburg;  T.  L.  O'Donnell,  Sanford;  Dr.  M.  L.  Flynt,  Mount 
Olive;  W.  C.  Smith,  Magee;  E.  Barwick.  Braxton;  M.  Kelly, 
Jackson;  S.  M.  Jones,  Laurel;  Sam  Abney,  Heidelberg;  C.  S. 
Weems,  Shubuta,  and  A.  D.  Simpson,  Meridian. 


The  Rattler  Teat  for  Paving  Brick  has  been  omitted  from 
the  new  specifications  of  the  city  of  St.  Louis,  Mo.,  in  which 
it  Is  specified  that  "all  shipments  to  the  work  will  be  exam- 
ined by  such  method  as  may  be  deemed  expedient  and  must  be 
equal  in  quality,  shape  and  dimensions  to  the  specimen  brick 
which  have  been  considered  satisfactory."  The  specimen  bricks 
considered  satisfactory  are  those  selected  by  the  city  authori- 
ties from  the  100  specimens  which  the  contractor  is  obliged  to 
submit  at  least  a  month  before  beginning  work. 


A  Concrete  Paved  Automobile  Hacc  Track  has  recently  been 
completed  at  St.  Paul,  Minn.  The  track  consists  of  two  cir- 
cular arcs,  each  about  3,000  ft.  in  length,  connected  by  800-ft. 
easement  spirals  and  two  tangents  of  about  550  ft.  each.  The 
track  Is  60  ft.  wide,  except  in  front  of  the  grandstand  where 
the  width  is  increased  by  20  ft.  The  inner  edge  of  the  track 
is  level  around  the  entire  circle,  but  on  the  curves  the  track 
Is  banked,  the  maximum  elevation  on  the  outside  being  13  ft. 
The  elevation  Is  secured  by  an  earth  fill,  which  was  deposited 
In  2-ft.  layers,  each  of  which  was  rolled.  The  concrete  pave- 
ment is  6  ins.  In  thickness  and  is  reinforced  on  the  outside 
half  over  the  fills.    Diagonal  expansion  joints  are  provided. 


That  no  State  that  has  .\i1optpd  the  State  .\ld  Principle  haa 
Permanently  .\bandoncd  it  is  cited  as  evidence  of  the  efficiency 
of  this  plan  by  J.  E.  Pennybacker,  Chief  of  Road  Economics, 
Office  of  Public  Roads  and  Rural  Engineering,  U.  S.  Depart- 
ment of  Agriculture,  In  a  reprint  from  the  Yearbook  of  the 
Department  of  Agriculture,  which  is  noted  on  another  page  of 
this  Issue.  After  discussing  state  aid  and  its  application,  Mr. 
Pennybacker  states  in  his  conclusion:  "State  road  man9,ge- 
ment  is  a  concrete  manifestation  of  the  universal  demand  of 
the  age  for  efficiency  and  equity  in  the  management  of  pub- 
lic affairs.  Its  advocates  contend  that  only  by  state  appropria- 
tions can  the  burdens  of  constructing  roads  of  more  than 
neighborhood  Importance  be  equitably  apportioned;  that  only 
by  reachlnir  such  adequate  sources  of  revenue  as  are  possessed 
by  the  state  can  sufficient  funds  be  obtained  to  improve  the 
roads  commensurate  with  their  importance;  that  only  tlirough 
the  establishment  of  a  state  highway  department  can  the  best 
engineering  and  practical  ability  be  obtained  for  the  benefit 
of  the  entire  state,  as  by  any  other  plan  only  the  wealthier 
counties  could  afford  to  obtain  such  assistance;  that  through 
this  centralized  management  correlation  of  road  work  through- 
out the  state  may  be  obtained  and  the  influence  of  local  poli- 
tics in  some  degree  eliminated  or  modified;  and  that  standard- 
ization as  to  methods,  cost  and  administration  may  t)e  greatly 
promoted  by  such  centralized  control." 


)13 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
Kew  S«rie«,  Vol.  X. 


NEW  YORK,  AUGUST  28,  1915 


Number 
9 


Founded  January,  1892 

published  weekly  by 
The  is.  L.  Po^svers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,   Sec'y. 


150  NASSAU  STREET 
NEW  "ifORK,  N.  Y. 


Cable  Address :    Gudrodes,  New  York. 

Subscription  price:  I'ifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  tirst  issue  in  each  month),  $1.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  tor  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments— will  be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co, 
Entered  in  New  York  Post  Office  as  .Second  Class  Matter 


More  Street  Improvements  Planned  in 
Philadelphia,  Pennsylvania 

Bids  for  additional  street  improvements,  to  be  opened 
on  August  31,  have  been  called  for  by  William  H.  Connell, 
Chief  of  the  Bureau  of  Highways,  Philadelphia,  Pa. 

The  contemplated  improvements  will  cost  about  $452,000, 
according  to  estimates,  the  largest  item  being  $130,000  for 
asphalt   paving. 

The  various  items  on  which  bids  are  desired  and  the  esti- 
mated costs  are  as  follows: 

Improvement  of  Passyunk  Avenue,  $60,000;  asphalt  pav- 
ing, $130,000;  grading,  $43,400;  repaving  with  asphalt,  $54,- 
000;  repaving  with  granite  block,  $52,300;  repaving  with 
wood  block,  $31,300;  surfacing  with  water  bound  macadam, 
$52,800;  surfacing  with  bituminous  inacadam,  $15,000;  resur- 
facing with  water  bound  macadam,  $5,000;  resurfacing  with 
bituminous  macadam,  penetration,  $8,200. 


Movement  to  Issue  $5,000,000  Road  Bonds  in 
Louisiana 

The  Louisiana  Good  Roads  Association  is  conducting  an 
energetic  campaign  for  the  construction  of  a  continuous  sys- 
tem of  highways  and  will  ask  the  Louisiana  Constitutional 
Convention  to  authorize  a  bond  issue  of  $5,000,000  for  the 
purpose. 

Present  plans  contemplate  the  utilization  of  these  funds 
for  the  construction  of  three  main  highways  covering  the 
following  routes:  New  Orleans  to  Shreveport,  New  Orleans 
to   Lake   Charles  and   Shreveport   to. the   Mississippi  line   at 


Vicksburg,  connecting  all  the  important  cities  and  centers 
with  the   exception   of   Opelousas  and   the   Florida  parishes. 

According  to  Col.  William  Polk,  of  Alexandria,  La.,  Sec- 
retary of  the  Louisiana  Good  Roads  Association,  the  de- 
velopment of  Louisiana  highways  will  not  only  enable  farm- 
ers to  inaugurate  a  system  of  diversified  agriculture,  impos- 
sible under  present  conditions,  but  will  be  of  great  value  in 
aiding  the  settlement  of  21,000,000  acres  of  vacant  land  in  the 
state. 

Reports  from  various  parts  of  the  state  are  to  the  effect 
that  the  plan  of  the  association  has  the  support  of  commercial 
organizations  and  officials  in  all  of  the  parishes  directly  af- 
fected. 


Bridgeport,    Connecticut,    Will    Receive    New 
Bids  for  Concrete  Bridge 

.\11  bids  for  the  construction  of  a  reinforced  concrete 
bridge  at  Bridgeport,  Conn.,  have  been  rejected  by  the 
Stratford  Avenue  Bridge  Commission,  which  has  the  mat- 
ter in  charge,  owing  to  the  fact  that  they  exceeded  the  engi- 
neer's estimate  of  $400,000.  New  bids  will  be  received  Sep- 
tember 4. 

Mayor  Wilson  has  announced  that  the  city  will  confine 
its  attention  to  a  bridge  of  the  type  designated  locally  as 
"Plan  A,"  which  provides  for  an  operator's  house,  comfort 
stations  and  a  landing  float.  Contractors  may  bid  separate- 
ly on  the  movable  span  and  on  the  superstructure  and  ap- 
proaches. 


Plans  for  a  Large  Amount  of  Paving  in 
Berkeley,  California 

The  City  Council  of  Berkeley,  Cal.,  recently  passed  a  reso- 
lution introduced  by  Councilman  Robson,  which  contem- 
plates permanent  street  improvements  at  a  cost  of  approx- 
imately $750,000. 

The  chief  features  of  the  program  are  the  paving  of  San 
Pablo  Ave.,  from  the  Oakland  to  the  Albany  line,  a  dis- 
tance of  about  13,000  ft.,  and  the  paving  of  all  unpaved 
streets  in  the  large  district  bounded  by  College  Ave.,  Shat- 
tuck  St.,  Dwight  Way  and  AUston  Way. 

None  of  the  proposed  work  will  be  started  until  after 
the  winter  rains,  but  it  is  understood  that  the  present  pro- 
.gram  is  only  a  part  of  a  comprehensive  plan  for  permanent 
street  improvement  covering  the  entire  city. 

In  order  to  minimize  damage  to  existing  and  future  pave- 
ments, the  City  Council  is  considering  an  ordinance  pro- 
hibiting the  use  of  streets  to  vehicles  with  tires  having  metal 
protuberances  of  more  than,  one-quarter  inch,  limiting  the 
weight  of  loads  which  may  be  carried  over  streets  paved 
with  various  designated  materials  and  prohibiting  the  mov- 
ing of  loads  ih  excess  of  IS  tons,  including  the  weight  of  the 
vehicle,  except  under  special  permit  from  the  Superintendent 
of  Streets,  who  is  given  authority  to  exact  a  cash  bond  to 
defray  the  expense  of  possible   repairs   to  pavements. 


114 


GOOD    ROADS 


August  28,  1915 


*     The  Governor  of  Iowa  Appoints  Board  to 
Investigate  Road  Matters 

Governor  Clarke  of  Iowa  has  appointed  a  commission  of 
•even  members  to  make  a  complete  investigation  of  road 
outters  in  the  state  and  to  work  out  a  plan  whereby  the 
•Ute  may  linancc  and  build  a  complete  system  of  roads. 

The  commission,  which  will  prepare  its  report  for  sub- 
mission to  the  Legislature  of  1917,  consists  of  the  following 
members:  D.  \V.  Norris,  Marshalltown,  Chairman;  John 
W.  Foster,  Guthrie  Center;  E,  T.  Meredith,  Des  Moines; 
James  M.  Brockway,  Letts:  J.  C.  Davis,  Des  Moines;  Charles 
E.  Cameron,  Albia.  and  Edward  F.  Rose,  Shenandoah. 

A  movement  is  also  on  foot  to  call  a  special  session  of 
the  Legislature  for  the  purpose  of  providing  a  bond  issue 
for  the  construction  of  about  2,000  miles  of  roads  at  an 
average  estimated  cost  of  approximately  $10,000  a  mile. 

This  movement  has  the  backing  of  the  Greater  Iowa 
Association,  of  which  Woodworth  Clum,  of  Clinton,  la.,  is 
Secretary.  The  association,  according  to  reports,  is  anxious 
that  actual  work  on  the  new  roads  shall  begin  not  later 
than  May.  1916. 


An  Inspection  of  New  York  State  Roads 
by  Canadian  Officials 

A  party  of  about  50  persons,  among  them  a  member  of 
the  Ontario,  Canada,  Parliament,  the  Mayor  of  Ottawa, 
Canada,  and  a  number  of  members  of  the  Ottawa  City  Coun- 
cil, recently  made  a  tour  of  inspection  of  portions  of  the 
New  York  State  highways,  under  the  auspices  of  the  Pres- 
cott-Ottawa  Highway  League  and  the  Ottawa  Valley  Motor 
Association. 

The  party  traveled  by  automobile  and  ferry  to  Ogdensburg, 
N.  Y.,  where  the  members  were  met  by  a  reception  com- 
mittee and,  after  an  inspection  of  the  Morristown  state  road, 
were  entertained  at  luncheon. 

On  the  following  day  an  inspection  was  made  of  the  roads 
in  the  vicinity  of  Malone,  N.  Y.,  the  party  traveling  from 
Ogdensburg  by  way  of  Canton  and  Potsdam,  N.  Y.,  and  re- 
turning home  the  day  after. 

As  a  result  of  the  trip,  the  opposition  to  a  proposed  road 
from  Prescott  to  Ottawa  is  said  to  have  been  practically 
removed.  It  is  proposed  to  build  a  modern  highway  and 
divide  the  cost  between  the  Ontario  government,  the  City 
of  Ottawa  and  the  municipalities  through  which  the  road 
would  pass. 


Changes  in  Virginia  Road  Laws  to  be  Asked 
of  Next  Legislature 

State  Highway  Commissioner  Coleman,  of  Virginia,  is 
preparing  to  ask  the  next  General  Assembly  to  make  several 
changes  in  the  existing  sUte  highway  laws,  and  a  bill  is 
being  prepared  with  that  end  in  view. 

The  recommendations  of  the  State  Highway  Commissioner, 
on  which  the  bill  is  being  based,  involve  the  creation  of  a 
fund  to  be  used  solely  for  the  maintenance  of  roads  already 
constructed  and  the  establishment  of  a  division  of  the  State 
Highway  Commission,  the  entire  attention  of  which  shall  be 
devoted  to  the  proper  expenditure  of  this  fund. 

It  is  sugested  that  the  fund  be  created  by  transferring  to 
the  Sute  Highway  Commission  exclusively,  the  state  auto- 
mobile tax.  It  is  estimated  that  this  tax  will  amount  to 
1140.000  this  year  and  it  is  believed  that  the  increase  in  the 
tax  will  keep  pace  with  the  construction  of  new  roads  by 
convicts. 

The  present  Uw  provides  that  counties  receiving  a  share 
of  the  automobile  funds  shall  pay  an  amount  equal  to  that 


expended  by  the  state  for  road  and  bridge  construction,  but 
no  provision  is  made  for  maintenance. 

The  appropriations  made  by  the  Legislature  for  road  pur- 
poses for  1915-1916  were  as  follows:  For  maintenance  of 
convict  road  forces,  $145,000;  state  money  aid,  direct  ap- 
propriation, $185,000;  automobile  tax  for  1914,  $116,000;  for 
engineering  supervision  and  office  expenses,  $26,500;  total 
from  all  sources,  $472,500. 


Analysis  of  the  Rock  Asphalt  in  the 
Philippine  Islands 

Chemical  analysis  of  the  deposit  of  rock  asphalt  discovered 
by  the  Division  of  Mines,  Bureau  of  Science,  in  Leyte  Prov- 
ince, P.  I.,  mention  of  which  has  been  made  in  previous  issues 
of  "Good  Roads,"  has  justified  the  hope  that  the  material 
would  prove  suitable  for  paving  purposes,  according  to  a 
correspondent  of  the  Department  of  Commerce. 

Samples  of  the  poorer  rock,  according  to  the  analysis,  con- 
tain 6  per  cent,  of  bitumen,  while  the  average  rock  contains 
from  7  to  9  per  cent,  and  the  rich  portions  near  the  base  of 
the  deposit  contain  as  much  as  62  per  cent.  The  analysis 
shows  further,  that  the  bitumen  consists  largely  of  asphaltene 
and  that  the  proportion  of  paraffin,  an  undesirable  constituent 
in  asphalt  for  paving,  is  less  than  one-half  of  1  per  cent,  of 
the  total  bitumen. 

It  is  probable  that  an  experimental  stretch  of  road  will  be 
paved  with  the  Leyte  rock  asphalt  upon  which  observations 
can  be  made  to  determine  absolutely  the  suitability  of  the 
material  for  paving  purposes.  The  material  appears,  ac- 
cording to  the  analysis,  to  be  very  similar  in  character  to 
rock  asphalts  which  have  been  used  in  the  United  States  and 
Europe. 


Convicts  Doing  Road  Work  Under  New  Law 
in  California 

Under  the  new  California  law,  which  went  into  effect 
August  7,  permitting  the  employment  of  convicts  on  state 
road  work,  180  men  were  recently  sent  from  San  Quentin 
Prison   to  Mendocino  County. 

These  men  will  build  sections  of  the  new  state  highway 
and,  by  their  selection  for  the  work,  become  members  of  the 
so-called  "honor  system  gang,"  which  entitles  them  to  cer- 
tain privileges. 

In  addition  to  other  localities  which  are  utilizing  convict 
labor  on  roads,  as  noted  in  "Good  Roads"  from  time  to 
time,  Richland  County,  S.  C,  has  a  force  of  100  prisoners 
at  work.  These  men  are  divided  into  four  large  squads  and 
one  small  emergency  gang.  The  large  squads  are  quartered 
at  definite  locations,  while  the  small  gang  is  used  in  making 
repairs  and  is  transferred  from  place  to  place  as  occasion 
requires. 

In  this  connection  it  may  be  stated  that  A.  H.  Votaw,  Sec- 
retary of  the  Pennsylvania  Prison  Society,  has  suggested 
that  convicts  be  employed  on  road  work  in  that  state,  there 
being  a  law  permitting  the  State  Highway  Department,  or 
county,  township  or  municipal  officers  to  request  the  warden 
of  any  jail  to  detail  for  work  on  the  public  roads  such  con- 
victs as  may  volunteer  for  the  work. 


The  County  CommlHHionem  of  Thomaw  County,  Ga.,  have 
decided  to  secure  the  services  of  an  experienced  road  en- 
gineer. 


The  State  HlKhway  Department  of  MiohiKan  Is  planning  to 
expend  about  $800,000  for  the  construction  of  a  number  of 
bridges. 


The  Attorney  General  of  Texas  has  approved  the  bond  is- 
sue of  1200,000  recently  voted  in  Road  District  No.  6  of  Col- 
lins   County,    Tex. 


August  28,  1915 


GOOD    ROADS 


115 


September  13. — Tri-State  Roads  Association. — Third  annual 
convention,  San  Francisco,  Cal.  Executive  Secy.,  Geo.  E. 
Boos,  1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the   Pan-American  Road   Congress.) 

September  13-17. — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan-American  Road 
Congress.  Oakland,  Cal.  Secretary,  American  Road  Build- 
ers' Association,  E.  L.  Powers,  ISO  Nassau  St.,  New  York, 
N.  Y.  Executive  Secretary,  American  Highway  Associa- 
tion, I.  S.  Pennybacker,  Colorado  Bldg.,  Washington,  D.  C. 

September  16. — Pacific  Highway  Association. — Fifth  annual 
meeting,  San  Francisco,  Cal.  Secretary,  Henry  L.  Bowlby, 
510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

October  4-7. — Northwestern  Road  Congress.  —  Annual 
meeting,  Cedar  Rapids,  la.  Secy-Treas.,  J.  P.  Keenan, 
Sentinel   Bldg.,   Milwaukee,   Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,   B.  of  L.   E.  Bldg.,  Cleveland,   O. 

October  12-13 — Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingham,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16 — Southern  Appalachian  Good  Roads  Asso- 
ciation— Annual  convention,  Bluefield,  W.  Va.  Secretary, 
Dr.  Joseph  Hyde  Pratt,  Raleigh,  N.  C. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruff,  70S   North   American    Bldg.,    Philadelphia,   Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago,  111. 


Pan-American  Road  Congress 

As  has  been  announced,  the  special  train,  bearing  delegates 
to  the  Pan-American  Road  Congress,  which  will  be  held  at 
Oakland,  Cal.,  September  13  to  17,  will  leave  Chicago  Sep- 
tember 2,  arriving  at  Oakland  September  12.  Several  cities 
on  or  near  the  route  of  the  train,  but  which  are  not  scheduled 
for  sight-seeing  stops,  have  sent  invitations  and  requests  to 
be  included  in  the  itinerary  and  promising  a  most  cordial 
welcome.  At  most  of  the  points  where  stops  will  be  made, 
committees  of  leading  citizens  are  being  organized  to  arrange 
for   the    entertainment   of   visitors. 

Following  is  a  list  of  the  delegates  appointed  up  to  the 
present  time,  by  the  Governors  of  the  various  states: 

ARIZONA— T.  G.  Norris,  Prescott;  Col.  Dell  M.  Potter, 
Clifton;  L.  L.  Henry,  Globe;  O.  O.  Hammell,  Douglas;  Gus- 
tave  Becker,  Springerville. 

ARKANSAS— Hon.  W.  B.  Owen,  Little  Rock;  Hon.  A.  S. 
Kilgorc,  Little  Rock;  Hon.  Thos.  Burress,  Little  Rock. 

IDAHO— E.  A.  Van  Sicklin,  Weiser;  W.  A.  Brodhead, 
Hailey;  George  R.  Barker,  Boise;  Chas.  P.  Murphy,  Sagle; 
R.  S.  Frazer,  Jerome;  S.  E.  Burnham,  Boise;  A.  E.  Frost, 
Star;  J.  W.  Edgerton,  Soldier;  Walter  Guile,  St.  Marys;  A. 
Largilliere,    Soda   Springs. 


KANSAS— J.  I.  Wolfe,  Burlington;  J.  Frank  Smith,  Pieas- 
anton;  P.  H.  Albright,  Winfield;  C.  F.  Osborn,  Howard;  G. 
J.  Hinshaw,  Kansas  City;  A.  Q.  Miller,  Belleville;  T.  W. 
Whiting,  Council  Grove;  J.  H.  Edwards,  Sedan;  Jasper  T. 
Kincaid,  Olathe;  T.  H.  McManus,  Newton;  E.  R.  Moses, 
Great  Bend;  J.  M.  Thralls,  Wellington;  E.  E.  Frizell,  Larned; 
W.  J.  Krehbiel,  McPherson;  E.  R.  Thorpe,  Lakin;  Prof.  W. 
S.  Gearhart,  Manhattan;  H.  W.  McAfee,  Topeka;  J.  Q.  Adams, 
Stockton;  A.  W.  Shulthis,  Independence;  Geo.  W.  Stans- 
field,  Topeka. 

KENTUCKY— Robert  C.  Terrell,  Frankfort;  M.  C.  Swin- 
ford,   Cynthiana;   Judge  John   H.   Wade,   Ashland;  Judge   S. 

A.  Young,  Henderson;  Harry  Sommers,  Elizabethtown;  Judge 
James  M.  Lang,  Paducah;  Judge  W.  R.  Shackelford,  Rich- 
mond; June  Baxter,  Richmond;  John  M.  Stevenson,  Winches- 
ter; Judge  Walter  Cleary,  Covington. 

LOUISIANA— Dr.  N.  P.  Moss,  Lafayette;  Hon.  J.  P. 
Colomb,  Lafayette;  Hon.  B.  J.  Domergue,  Covington;  Hon. 
Sebastian  Roy,  Poydras;  Hon.  O.  S.  Livaudais,  New  Orleans; 
Hon.  P.  M.  Milner,  New  Orleans;  Hon.  Jos.  Schwartz,  New 
Orleans;  Hon.  James  Jumonville,  Hammond;  Hon.  John  To- 
.  bin.  New  Orleans;  Hon.  W.  H.  Hodges,  Elm  Grove;  Hon. 
T.  M.  McDade,  McDade;  Hon.  T.  S.  Serpel,  Homer;  Hon. 
Irwin  L.  Bourgeois,  New  Orleans;  Senator  T.  L.  Dowling, 
Grand  Cane;  Hon.  P.  M.  Atkins,  Monroe;  Hon.  L.  M.  Wade, 
Alexandria;  Hon.  W.  L.  Maxwell,  Mounds;  Hon.  A.  D.  Al- 
derson,  Alexandria;  Hon.  N.  C.  Williamson,  Milliken;  Hon. 
S.  J.  Heard,  Ruston;  Hon.  T.  S.  Shields,  Baton  Rouge;  Hon. 
L.  T.  Gilmer,  New  Orleans. 

MASSACHUSETTS— Col.  Wm.  D.  Sohier,  Chairman,  Mas- 
sachusetts Highway  Commission,  Boston;  James  W.  Synan, 
Pittsfield. 

MICHIGAN — Frank  F.  Rogers,  State  Highvvay  Commis- 
sioner, Lansing;  P.  T.  Colgrove,  Hastings;  Frank  Hamilton, 
Traverse  City;  Wm.  H.  Anderson,  Grand  Ri-pids;  Dallas 
Boudeman,  Kalamazoo;  N.  P.  Hull,  Dimondale;  A.  A.  Ander- 
son, Hastings;  J.  Edward  Roe,  Lansing;  D.  H.  Day,  Glen 
Haven;  A.  S.  W^hite,  Grand  Rapids;  E.  R.  Harris,  Ellsworth; 

B.  R.  Hendel,  Manistee;  John  I.  Gibson,  Grand  Rapids;  James 
R.  Snody,  Onaway;  George  Hartingh,  Pinconning;  Marius 
Hanson,  Grayling;  T.  F.  Marston,  Bay  City;  Thornton  A. 
Green,  Ontonagon;  Patrick  Flanagan,  Sagola;  A.  T.  Roberts, 
Marquette;  H.  W.  Reade,  Escanaba;  J.  T.  McNamara,  Hough- 
ton; C.  W.  Mott,  Menominee;  C.  W.  Prescott,  Tawas  City; 
H.  A.  Chamberlain,  Standish;  C.  C.  Rosenbury,  Bay  City; 
H.  K.  Gustin,  Alpena;  Dr.  William  DeKleine,  Grand  Haven; 
Richard  M.  Hoffman,  Manistee;  Dr.  C.  P.  Brown,  Grand 
Haven;  G.  H.  Haggerson,  Menominee;  James  Couzens,  De- 
troit; John  C.  Ketchum,  Hastings. 

MINNESOTA— F.  B.  Lynch,  St.  Paul;  C.  I.  McNair,  Clo- 
quet;  C.  M.  Babcock,  Elk  River;  George  W.  Cooley,  Engineer, 
State  Highway  Commission,  St.  Paul;  R.  C.  Dunn,  Princeton; 

C.  W.  Bouck,  Royalton;  John  H.  Hohmann,  Mankato. 
NEBRASKA— Hon.    D.   S.    Dalbey,    Beatrice;    Hon.    Scott 

Reynolds,  North  Platte;  Hon.  Wm.  G.  J.  Dau,  Hooper;  Hon. 
F.  M.  Broome,  Alliance;  Hon.  A.  M.  Chambers,  Walthill;  Hon. 
Crist  Anderson,  Bristow;  Hon.  Thos.  C.  Hornby,  Valentine; 
Hon.  Henry  Korff,  Hartington;  Hon.  A.  N.  Dafoe,  Tecum- 
seh;  Hon.  Walter  Cattle,  Seward;  Hon.  Fred  Alexander, 
Scottsbluff;  Hon.  John  Franklin,  Barker;  Hon.  Henry  M.  Lan- 
caster,  Lyons. 

NEW  YORK— Henry  A.  Van  Alstyne,  Albany;  W.  Pierre- 
pont  White,  Utica;  J.  Y.  McClintock,  Rochester;  George  W. 
Tillson.   Brooklyn;   Edward  A.  Bond,  Albany. 

SOUTH  DAKOTA— E.  C.  Issenhuth,  Redfield;  Ben.  M. 
Wood,  Rapid  City;  N.  O.  Monserud,  Sioux  Falls;  Frank  M. 
Rood,   Pierre. 

TEXAS — Senator  Lon  A.  Smith,  Henderson. 

The  following  delegates  have  been  appointed  by  the  Amer- 
ican Association  of  State  Highway  Officials:  W.  D.  Sohier, 
Chairman,  State  Highway  Commission,  Boston,  Mass.;  G.  P. 


116 


GOOD    ROADS 


August  28,  1915 


Coieoum,  Sute  Highway  Commission,  Richmond,  Va.;  W.  S. 
KcHer.  State  Highway  Engineer,  Montgomery,  Ala.;  Sidney 
Suggs,  Commissioner.  State  Department  of  Highways,  Okla- 
homa City.  Okla.;  A.  R.  Hirst,  State  Highway  Engineer, 
Madison.  Wis.;  D.  D.  Price,  State  Highway  Engineer,  Lincoln, 
Neb.;  W.  R.  Roy,  State  Highway  Commissioner,  Olympia, 
Wash.;  \V.  S.  Gearhart,  State  Engineer,  Manhattan,  Kansas. 


Southern   Appalachian  Good   Roads   Association 

The  annual  convention  of  the  Southern  Appalachian  Good 
Roads  Association  will  be  held  at  Bluefield,  W.  Va.,  on 
October  14.  IS  and  16.  Dr.  Joseph  Hyde  Pratt,  Secretary 
of  the  North  Carolina  State  Highway  Commission,  Raleigh, 
N.  C.  is  Secretary  of  the  association. 

The  following  states  are  interested  in  the  association: 
West  Virginia,  Virginia,  North  Carolina,  South  Carolina, 
Georgia,  AUbama,  Tennessee  and  Kentucky.  All  are  ex- 
pected to  be  represented  at  the  convention. 


PERSONAL   NOTES 


L.  N.  Hintgen  has  been  appointed  Acting  Assistant  City 
Engineer  of  Sionx  City,  la. 

G.  E.  Byars,  former  City  Engineer  of  Waco,  Tex.,  has 
been  appointed  Superintendent  of  Buildings  and  Grounds 
of  the  Texas  Agricultural  and  Mechanical  College. 

R.  L.  Sanders  has  been  appointed  Resident  Engineer  on 
the  staff  of  the  Illinois  State  Highway  Commission.  He 
was  formerly  associated  with  the  American  Society  of  Civil 
Engineers,  assisting  Prof.  A.  N.  Talbot,  of  Champaign,  111., 
in  the  determination  of  railroad  track  stresses. 


NEWS  OF  THE  TRADE 


C  H.  Martin,  Springfield,  Mass.,  has  issued  a  booklet,  de- 
scriptive of  Martin's  rocking  fifth  wheel  for  use  with  semi- 
trailers attached  to  motor-driven  chasses. 

The  Good  Roads  Construction  Co.  has  been  organized  at 
Galveston,  Tex.,  with  a  capital  stock  of  $15,000.  The  in- 
corporators are  Samuel  Fridner,  J.  H.  Hawley  and  David  S. 
Fridncr. 

The  Koehring  Machine  Co.,  Milwaukee,  Wis.,  has  just  is- 
sued quite  an  elaborate  folder  which  is  devoted  to  descrip- 
tions of  the  various  types  of  concrete  mixers  and  pavers 
which  are  included  in  the  company's  line.  The  folder  is 
printed  in  colors  on  fine  paper  and  is  illustrated  with  num- 
erous half-tone  reproductions  of  the  different  machines. 

The  Austin-Western  Road  Machinery  Co.,  Chicago,  was 
awarded  the  grand  prize  for  its  collective  exhibit  at  the 
Panama-Pacific  Exposition.  In  addition  a  medal  of  honor 
was  awarded  to  the  Austin  and  Western  elevating  graders, 
the  Austin  gyratory  crushers,  the  Austin  motor  rollers, 
Austin  street  sprinklers  and  sweepers,  Austin  combined 
sprinkler  and  sweeper.  The  gold  medal  was  awarded  to 
the  Austin  dump  cars,  jaw  crushers,  ditching  machines,  road 
graders,  plows,  reversible  horse  rollers,  street  oilers  and 
BOtor  lawn  mowers,  making  a  total  of  16  prizes. 


NEWS    NOTES 


The  County  Court  of  Mnury  County,  Tenn.,  has  decided  to 
purchase  the  Sowell  Mill  and  Culleoka  Pikes  for  J5,000  and 
J4,000    respectively. 


Reports  from  Houaton,  Tex.,  state  that  the  paved  roads  of 
Harris  County  were  damaged  to  the  extent  of  about  tlOO.OOO 
by   heavy   rains   recently. 


The    County    CommlHslonera'    Court    o(    Brazos    County,    Tex., 

recently   sold   $400,000   worth   of   bonds,    the   proceeds   of   which 
will   be  used  for  road  construction. 


The  Authorities  of  Hamilton,  O.,  will  receive  bids  Sept.  13 
for  the  proposed  730-ft.  Columbia  bridge.  According  to  esti- 
mates  the    bridge    will    cost    |120,000. 


The  City  Council  of  Sumter,  S.  C,  has  ordered  an  election 
for  Sept.  7  on  the  question  of  issuing  $225,000  in  bonds  for 
street   improvements. 


The  Pennsylvania  State  AVater  Supply  CommlSNion  has  ap- 
proved 90  applications  for  bridges  over  water  courses  in  vari- 
ous  parts  of  the  state. 


Mayor  Kiel  of  St.  Louis,  Mo.,  has  approved  an  ordinance  au- 
thorizing the  construction  of  the  Chouteau  Ave.  viaduct  at  an 
estimated   cost  of   $200,000. 


County  Superintendent  of  HiKhnrays  G.  A.  Qnlnlan  of  Cooke 
County,  III.,  will  begin  surveys  this  fall  for  41  miles  of  new 
roads  on  which  it  Is  planned   to  commence  work   next   season. 


The  County  Commissioners  of  Putnam  County,  Fla.,  have 
designated  Sept.  14  as  the  date  for  a  special  election  in  the 
Palatka  District  on  the  question  of  issuing  $208,000  in  bonds 
for    brick    paving. 


County  Surveyor  W.  1..  Bender  of  Stark  County,  0„  stated, 
according  to  report,  that  road  contractors  at  work  in  the 
county  have  lost  between  $35,000  and  $40,000  this  season  on 
account  of  wet   weather. 


A  Committee  Has  Been  Appointed,  composed  of  residents  of 
Princess  Anne  and  Norfolk  Counties  and  the  City  of  Norfolk, 
Va.,  to  agree  upon  an  amount  to  be  paid  for  such  toll  roads 
as   lie  within   the  Jurisdictions   named. 


Miami  County,  Fla.,  Property  Owners  have  petitioned  the 
City  Council  for  391  blocks  of  new  pavement.  Permanent  pave- 
ments are  asked  for,  however,  on  only  54  blocks,  the  remain- 
der   being    sand    and    oil,    according    to    present    plans. 


The  City  Council  of  Paragould,  Ark.,  has  been  asked  to 
create  a  new  paving  district  embracing  about  10,000  sq.  yds. 
of  paving.  The  city  has  Just  completed  the  laying  of  bitu- 
lithlc  pavement  on  more  than  five  miles  of  streets  at  a  cost 
of   $128,000. 


Road  Building  In  Sullivan  County,  Tenn.,  which  has  been 
held  up  for  a  year  or  more,  owing  to  litigation  over  a  $100,- 
000  bond  issue,  will  be  resumed  at  once,  according  to  reports, 
the  contest  having  been  abandoned  under  a  new  legislative 
enactment. 


The  Board  of  Supervisors  and  County  Road  Commissioners  of 
St.  Clair  County,  Mich.,  will  submit  the  question  of  Issuing 
bonds  for  $500,000  for  the  construction  of  roads  to  the  voters 
of  the  county  at  an  eltctlon  to  be  held  at  a  date  yet  to  be 
decided  upon. 


Governor  Rye  of  Tennessee  has  sent  Invitations  to  all  coun- 
ty officials  of  the  states  through  which  the  proposed  Jackson 
Highway  from  Chicago  to  New  Orleans  is  to  run,  to  attend 
a  Jackson  Highway  convention  at  Nashville,  Tenn.,  Sept.  23 
and  24,   during   the  Tennessee   State   Fair. 


The  City  EnKlneer  of  Richmond,  Va.,  Is  preparing  plans  for 
a  steel  bridge  to  cost  approximately  $250,000,  to  span  Grace 
St.,  from  Taylor's  Hill  to  the  Memorial  Hospital.  The  bridge 
will  be  for  the  accommodation  of  pedestrians  and  vehicles, 
not   including   trolley   or  steam   cars. 


//; 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  SEPTEMBER  4,  1915 


Number 

11) 


Pounded  Januaiy,  1892. 

published  weekly  by 
The  E.  L.  Povs^ers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NA.SSA.TJ  STREET 
NEJW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico ;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  Forinsertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


CONTENTS 

EDITORIALS:  Page 

The    Pan-American    Road    Congress 117 

Provision    for    Through    Routes    In    City    and    Village 

Street   Plans    118 

An  Unusual   Opportunity   to   Study  Highway   Work....    118 

LEADING   ARTICLES: 

California  State  Highways.  By  A.  B.  Fletcher.  (Illus- 
trated)       119 

The  City  of  Oakland,  California,  and  Its  Street  Work. 
By  W.  H.  .Jordan.      (Illustrated.)    127 

San  Francisco,  the  Exposition  City.      (Illustrated.) 133 

The  Pan-American  Road  Congress  and  the  Organiza- 
tions Under  the  Auspices  of  Which  It  Will  Be  Held. 
(Illustrated.)    147 

The  Road  and  Street  Exhibits  at  the  Panama-Pacific 
International   Exposition.      (Illustrated.)    154 

MISCELLANEOUS : 

Relaying  Street  Railway  Tracks  in  an  Old  Granite 
Block  Pavement  in  Worcester,  Massachusetts.  (Il- 
lustrated.)         140 

Road  Improvement  in  Multnomah  County,  Oregon.  (Il- 
lustrated.)        141 

Road  and   Street  Work   in   the  City  of  Panama.      By  H. 

W.    Durham.      (Illustrated.)     144 

Resolutions  Favoring  the  Employment  of  North  Caro- 
lina Convicts  on  the  Public  Roads    153 

The  Term  of  Bonds  for  Road  and  Street  Improvement..    153 

The  Institute   of   Paving  Brick   Manufacturers 159 

The  Puente  Cabrillo  at  San  Diego,  California.  (Illus- 
trated.)         159 

The  Use  of  Hydrated  Lime  in   Concrete  Roads.     By  L. 

N.   Whitcraft    160 

The  Production  of  Natural  Asphalt  During  1914 161 

Increased  Curb  Radii  at  Street  Intersections.  (Illus- 
trated.)         161 

Bituminous  Paving  Brick.     (Illustrated.)    162 

Route  Map  of  Maryland   162 

A.   R.   B.  A.    PAGE 163 

NEW  PUBLICATIONS 164 

REPORTS     164 

COMING   MEETINGS    165 

MEETING     165 

NEWS   OF  THE  TRADE    165 

RECENT  PATENTS    166 


THE  PAN  AMERICAN  ROAD  CONGRESS 

Within  a  little  more  than  a  week  after  this  issue  of  "Good 
Roads"  is  in  the  hands  of  its  readers,  there  will  assemble  at 
Oakland,  California,  a  road  congress  unique  in  the  annals 
of  such  gatherings.  For  the  first  time  in  their  histories  the 
two  road  organizations  ranking  first  in  irnporlance  on  this 
continent,  in  their  respective  fields,  will  unite  in  the  holding 
of  a  national  meeting.  The  result  will  be  remarked  with 
more  than  passing  interest  by  all  who  are  identified  with 
eitlier  organization  and  by  road  builders  in  general  in  the 
United  States  and  Canada. 

The  aims  and  objects,  the  records,  and,  to  some  extent, 
the  personnel,  of  the  American  Road  Builders'  Association 
and  the  American  Highway  Association  are  well  known  to 
many  of  our  readers.  Both  organizations  have  for  their 
ultimate  object  the  betterment  of  the  country's  roads.  The 
American  Highway  Association  has  exerted  its  influence 
largely  in  the  spread  of  the  good  roads  propaganda,  so- 
called,  the  advocacy  of  better  and  more  nearly  uniform  laws 
in  the  several  states  and  the  extension  of  the  state  aid 
principle.  The  American  Road  Builders'  Association,  on  the 
other  hand,  has  confined  itself  to  the  practical  problems  of 
road  building,  to  the  questions  which  must  be  answered 
by  the  road  builder  in  his  work,  whether  it  be  in  the  ad- 
ministration, financing,  construction  or  maintenance  of 
country  roads  or  city  streets.  These  lines  of  action  are 
sufficiently  divergent  so  that,  if  adhered  to,  there  need  be  no 
conflict  of  interests  between  the  two  organizations,  nor  any 
cause  for  serious  difference  of  opinion  between  those  in 
charge  of  their  affairs. 

Once  before  the  A.  R.  B.  A.  and  the  A.  H.  A.  made  a 
serious  attempt  to  hold  a  joint  convention.  That  was  three 
years  ago,  and  the  effort  was  not  successful.  Those  who 
have  followed  events  in  the  road  building  field  during  the 
past  few  years  will  recall  the  circumstances;  the  record  can 
not  be  reviewed  here.  It  will  be  remembered  that  when 
holding  its  first  convention  the  A.  H.  A.  so  far  departed 
from  its  avowed  purposes  as  to  devote  a  part  of  its  time 
to  the  consideration  of  construction  and  maintenance  prob- 
lems. It  will  also  be  remembered  that  after  the  failure  of 
the  negotiations  looking  toward  a  joint  convention  in  1912, 
the  A.  PI.  A.  made  this  feature  still  more  prominent  in  its 
subsequent  conventions  and,  in  addition,  held  exhibitions  of 
road  building  machinery  and  materials  in  conjunction  with 
its  meetings,  a  plan  which  was  first  put  into  effect  on  a  large 
scale  by  the  A.  R.  B.  A. 

Readers  of  "Good  Roads"  will  recall  that  following  the 
abandonment  of  the  joint  convention  plan  three  years  ago 
we  criticised  adversely  the  attempt  of  the  American  High- 
way Association  to  combine  in  one  meeting  both  the  popular 
and  the  technical  sides  of  the  so-called  "good  roads  move- 
ment." We  held  that  this  could  not  be  done  and  at  the 
same  time  do  full  justice  to  either  side.  While  we  are  still 
of  that  opinion  we  are  most  willing  to  indorse  the  work  of 
the  Executive  Committee  of  the  Pan-American  Road  Con- 
gress in  arranging  a  meeting  under  the  joint  auspices  of 
the  two  organizations. 


118 


GOOD    ROADS 


September  4,  1915 


Tkoogh  this  may  seem  inconsistent  at  first,  a  careful 
consideration  of  the  conditions  wilt  dispel  that  idea.  In  the 
first  place,  the  factors  determining  the  place  of  meeting  are 
nnasual.  It  was  foreseen  that  the  Panama-Pacific  Inter- 
national Ejtposition  would  bring  to  the  Pacific  Coast  thous- 
ands of  people,  among  whom  would  necessarily  be  many 
interested  in  roads,  either  as  builders  or  users.  This  prac- 
tically insured  a  large  attendance.  In  addition,  it  was 
known  that  the  International  Engineering  Congress  would 
attract  many  engineers  interested  in  road  and  paving  work, 
and  further,  that  the  meetings  of  western  road  associations 
would  also  bring  to  San  Francisco  many  road  builders  and 
others  interested  in  roads.  The  likelihood  of  the  two 
organizations  meeting  in  or  near  the  same  city  at  about  the 
same  time  naturally  suggested  the  advisability  of  a  joint 
meeting,  for  while  either  one  alone  could  doubtless  hold 
a  successful  convention,  by  combining  forces  they  could 
reasonably  hope  for  a  larger  success  and  a  very  material 
reduction  of  the  expense  each  would  have  to  bear. 

Another  thing  that  impels  us  to  express  our  approval  of 
the  plan  is  the  character  of  the  program  which  has  been 
prepared.  Although  well  balanced  as  regards  the  various 
different  phases  of  the  road  question,  it  indicates  that  most 
of  the  time  available  for  deliberation  is  to  be  devoted  to  the 
practical,  technical  questions  that  confront  road  builders — 
using  that  term  in  its  broadest  sense  to  include  all  those 
concerned  with  the  construction  and  maintenance  of  roads 
and  streets,  as  officials,  engineers  or  contractors.  This,  it 
seems  to  us,  is  as  it  should  be,  for  the  consideration  of  how 
to  finance  and  administer  road  work  and  of  how  to  build 
and  maintain  roads  and  streets  is  of  far  greater  importance 
at  the  present  time  than  is  the  discussion  of  those  matters 
which  generally  occupy  the  time  of  popular  good  roads 
meetings. 


PROVISION  FOR  THROUGH  ROUTES  IN  CITY  AND 
VILLAGE  STREET  PLANS 

Consideration  of  the  problems  thrust  upon  road  builders 
and  road  officials  by  the  growth  of  automobile  traffic  is 
generally  confined  to  methods  of  constructing  and  main- 
Uining  roadways  to  carry  motor-driven  traffic,  to  means 
for  putting  upon  such  traffic  its  just  proportion  of  the  cost 
of  highway  work,  or  to  providing  for  the  safety  of  automo- 
bilists  and  other  users  of  the  roads  and  streets.  In  con- 
nection with  each  one  of  these  there  are  certain  problems 
to  the  solution  of  which  much  careful  study  has  been  and 
must  yet  be  devoted.  Another  matter  which  is  closely 
related  to  the  three  mentioned,  but  at  the  same  time  is  not 
wholly  included  in  any  of  them,  is  the  effect  of  motor  vehicle 
traffic   upon   the   layout  of  city   and   village   street   systems. 

When  practically  all  traffic  was  horse-drawn,  there  was 
Tcry  little  travel  passing  through  towns.  Traffic— other  than 
local  traffic— was  to  a  central  point  or  points  and  out  again, 
using  various  routes  into  and  out  of  the  central  portion  of  the 
city  or  village.  This  traffic  moved  slowly  and  was  not  heavy 
except  on  certain  days  of  the  week  and  in  certain  seasons 
of  the  year.  Present  conditions  are  altogether  diflferent. 
While  considerable  traffic  still  comes  into  a  town  from  the 
tnrrounding  area,  there  is,  in  many  places,  an  additional 
large  amount  of  travel  through  the  town.  This  traffic  .is 
very  largely  made  up  of  motor-driven  vehicles,  many  of 
which  are  operated  at  comparatively  high  speeds.  Most  of 
it  uses  one  route,  entering  the  city  or  village  on  one  side 
and  leaving  it  on  the  other.  It  is  frequently  the  cause  of 
congestion  and  sometimes  a  source  of  danger. 

The  route  ordinarily  followed  by  traffic  passing  through  a 
typical  city  passes  first  through  a  residential  section  not  in- 
frequently one  of  the  better  of  such  districts,  then  through 
a  district  of  relatively  small  business  and  then  through  the 
central  business  section  of  the  place.  Leaving  the  town, 
the  route  leads  through  similar  sections,  in  reverse  order.  For 


some  reasons  such  a  route  is  objectionable.  As  pointed  out 
in  the  preceding  paragraph,  it  adds  to  the  traffic  congestion 
and  is  more  or  less  dangerous  to  other  vehicular  traffic  and 
to  pedestrians.  Its  addition  to  the  already  heavy  local  traffic 
in  the  center  of  the  city  is  not  only  undesirable,  but  gen- 
erally unnecessary  and  easily  avoidable.  Unless  he  is  passing 
through  the  town  for  the  first  time,  the  motorist  probably 
does  not  care  to  go  through  the  shopping  or  business  dis- 
trict; indeed,  he  would  prefer  a  route  avoiding  the  run  through 
the  crowded  streets  with  the  atendant  retarding  of  his  prog- 
ress and  the  more  difficult  driving.  He  takes  the  course 
he  does,  because,  as  a  rule,  it  affords  the  better  roads  and 
the  roads  he  knows  best. 

In  view  of  these  facts,  would  not  officials  and  engineers 
better  serve  their  city  and  the  automobilists  by  so  planning 
and  improving  their  street  system  as  to  provide  a  route  form- 
ing a  detour  around  the  more  congested  districts?  Such  a 
route,  carefully  selected,  improved  with  especial  reference 
to  the  requirements  of  motor  traffic  and  plainly  and  con- 
spicuously marked,  would  do  much  to  improve  traffic  con- 
ditions in  the  city  and  facilitate  the  movement  of  through 
motor  traffic. 


AN    UNUSUAL   OPPORTUNITY    TO    STUDY    HIGHWAY 

WORK 

At  various  times  in  the  past  these  pages  have  been  used 
to  point  out  the  different  ways  in  which  engineers  can  profit 
by  attending  road  conventions. 

What  has  previously  been  said  of  the  annual  gatherings 
of  the  American  Road  Builders'  Association  is,  to  a  large 
extent,  applicable  to  the  coming  congress  under  the  joint 
auspices  of  that  organization  and  the  American  Highway 
.Association.  As  at  Chicago,  Philadelphia,  Cincinnati, 
Rochester  and  other  meeting  places  of  the  A.  R.  B.  A.,  the 
papers  presented  at  the  Oakland  congress  will  cover  thor- 
oughly the  administration,  construction  and  maintenance  of 
country  roads  and  city  streets,  and  will  be  prepared  by  men 
who  lead  in  their  respective  lines  of  work.  The  road  builder 
will  be  able  to  meet  and  talk  with  men  engaged  in  the  same 
work  that  occupies  his  time  just  as  he  has  been  enabled  to 
do  at  previous  conventions.  Perhaps  the  opportunities  for 
this  will  be  even  greater,  for  there  may  be  a  larger  at- 
tendance. 

Besides  these  opportunities — which  have  made  previous 
conventions  of  such  great  value— most  unusual  opportunities 
for  first-hand  study  of  highway  work  will  be  afforded  the 
road  builders  able  to  make  the  trip  to  the  Coast.  The  first 
three  articles  in  this  issue  indicate  some  of  the  interesting 
and  instructive  features  of  state  road  work  in  California 
and  city  work  in  Oakland  and  San  Francisco.  Anyone  who 
goes  to  the  congress  can  readily  make  more  or  less  extensive 
observation  on  these.  Moreover,  the  trip  across  the  con- 
tinent will  enable  those  who  do  desire  to  see  a  variety  of 
road  work  probably  very  unlike  that  with  which  they  are 
familiar. 

Another  matter  that  should  not  be  overlooked  is  the  ex- 
cellent chance  to  acquire  an  understanding  of  the  point  of 
view  of  the  people  of  the  West.  There  may  come  a  time 
when  the  problem  of  road  betterment  will  have  to  be  given 
serious  consideration  as  a  national  question.  When  that 
time  comes,  if  it  does  come,  the  solution  of  the  problem 
will  be  facilitated  by  a  thorough  comprehension  of  how  the 
matter  is  viewed  by  the  people  of  different  sections  of  the 
country. 


The  OfflclnlH  of  WaKhlnston  County,  IHlKiilsDippi,  are  col- 
lecting data  on  which  to  base  a  proposition  to  issue  bonds 
for   the    construction    of   100   miles   of   permanent   roads. 

The  Anthoritlen  of  Clark  Conntr,  Kentneky.  are  conslder- 
Insr  an  Increase  In  the  tax  rate  to  provide  for  the  amortiza- 
tion of  road  bonds  and  the  payment  of  Interest  on  new  Issues. 


California  State  Highways 

By  AUSTIN  B.FLETCHER 

Highway  Engineer  of  the  California  Highway  Commission 


A  STATE   HIGHWAY  IN   SAN   DIEGO   COUNTY,   CALIFORNIA— BITUMINOUS  WEARING  SURFACE  ON  A  CONCRETE  FOUN 

DATION— PAVEMENT   OVER   FIVE    YEARS    OLD. 


It  must  be  confessed  that  in  the  planning  and  building 
of  the  state  highways  of  California  many  liberties  have 
been  taken  with  the  climate.  California  has  all  the  good 
varieties  of  climate  and  no  bad,  but  because  of  the  lofty 
heights  reached  in  some  parts  of  the  state  it  is  not  possible 
to  grow  oranges  everywhere;  and  neither  will  it  be  possible 
to  build  the  thin  road  everywhere.  It  must  be  remembered, 
therefore,  when  the  thin  concrete  roads  of  California  are 
referred  to,  that  they  are  mostly  in  the  valleys  and  in  no 
place  at  an  elevation  in  excess  of  5,000  feet  above  sea  level. 
Frost  action  is  practically  a  negligible  factor  in  California 
so  far  as  the  roads  are  concerned  until  an  elevation  nearly 
a  mile  above  the  sea  is  reached. 

No  rigid  standard  of  pavement  was  adopted  by  those  in 
charge  of  the  work  and  an  attempt  has  been  made  to  have 
the  pavement  fit  the  traffic  needs,  both  as  to  width  and  type. 
South  of  San  Francisco,  and  at  other  places  where  the 
traffic  is  very  heavy,  the  pavements  have  been  laid  to  a  width 
as  great  as  24  ft.  and  in  such  cases  the  concrete  base  is  from 
S  to  6  ins.  thick  with  an  asphaltic  surface  1%  ins.  in  thick- 
ness— practically  a  city  pavement.  In  most  localities,  how- 
ever, where  the  traffic  is  moderate  in  volume — say  not  more 
than  500  vehicles  per  day,  at  least  one-half  the  vehicles 
being  business  or  pleasure  motors  with  a  fair  sprinkling  of 
wagons  carrying  from  5  to  8  tons  of  produce — the  concrete 
base  with  the  bituminous  top  from  J4  to  5^  in.  thick  is  being 
constructed,  and  this  kind  of  pavement,  with  some  reason, 
has  been  called  the  "standard  type"  of  the  California  state 
highways.  Under  such  conditions,  the  width  of  the  concrete 
is  usually  15  ft.,  gravel  or  stone  shoulders  being  constructed 
to  increase  the  width  of  the  traveled  way.  In  general,  where 
the  subgrade  is  firm  and  hard  and  likely  to  stay  so,  or  where 
the  subgrade  can  be  made  to  conform  to  such  requirements, 
the  concrete  base  is  little  more  than  4  ins.  in  thickness.  This 
plan  appears  to  be  logical  in  that  if  the  traffic  increases  in  the 
future  so  as  to  require  a  more  substantial  surface,  it  will  be 
easily  possible  to  cover  the  base  with  sheet  asphalt,  Warren- 
ite,  paving  brick,  wood  blocks,  or  any  other  type  of  wearing 
surface  which  may  be  developed. 


After  nearly  three  years'  experience  with  the  thin  bitum- 
inous surface,  which  will  be  described  at  more  length  here- 
inafter, its  severest  critics  must  admit  its  success  under  Cal- 
ifornia conditions.  It  does  not  peel  ofl  when  properly 
applied;  it  will  last  usually  not  less  than  four  years  with  but 
small  expense  for  minor  repairs,  and  it  can  be  applied  orig- 
inally for  less  than  1  ct.  per  sq.  ft.  and  renewed  when  worn 
so  as  to  require  renewal  for  less  than  0.5  ct.  per  sq.  ft. 

The  reported  lack  of  success  with  the  thin  coatings  in  the 
East  is  probably  largely  due  to  neglect  in  cleaning  the  con- 
crete, or  perhaps  a  too  early  application  of  the  oil  and 
screenings  before  the  "scum"  or  laitance  has  been  allowed  to 
wear  off  from  the  surface  of  the  concrete.  Perhaps  the  lack 
of  an  asphaltic  oil  of  the  excellent  California  variety  has  had 
something  to  do  with  the  troubles  there. 

The  earliest  work  of  this  sort  on  the  California  state  high- 
ways was  done  near  Fresno  about  thirty-three  months  ago. 
There  is  hardly  any  wear  appreciable  at  this  time  on  this 
surfacing  and  there  is  every  indication  now  that  the  bitumin- 
ous covering,  in  that  locality  at  least,  will  fiave  a  life  of  more 
than  four  years  with  little  or  no  expense  for  repairs. 

The  California  road  work  being  different  in  many  ways  to 
that  done  in  other  localities,  it  may  be  well  to  describe  some 
of  the  essential  features  briefly. 

Subgrade. — The  minimum  thickness  of  4  ins.  of  concrete 
has  been  found  ample  wherever  the  subgrade  is  of  soil  that 
can  be  rolled  into  a  hard,  dense,  firm  foundation.  The  fol- 
lowing specifications  cover  the  preparation  of  the  subgrade: 

Before  the  pavement  or  shoulder  material  is  placed  the  road- 
bed shall  be  graded  to  a  true  cross  section  conforming  to  the 
grades  given  by  the  Engineer  and  the  section  called  for  on 
the  plan. 

It  shall  be  thoroughly  watered  and  rolled  until  the  surface 
is    smooth    and    unyielding. 

Depressions  shall  be  filled  with  fresh  material  and  the  water- 
ing and   rolling  continued  as  before. 

Where  a  uniform  and  unyielding  surface  cannot  be  otherwise 
obtained,  the  surface  shall  be  cultivated  and  again  puddled 
with  water  and   rolled  until  a  true  foundation   is  secured. 

No  surfacing  shall  be  applied  until  the  subgrade  Is  In  con- 
dition  acceptable   to   the   Engineer. 


120 


GOOD    ROADS 


September  4, 1915 


8ANTA    CL^RA    RIVKR    BKIUGE.    VENTURA    COUNTY,    CALIFOltNIA- 

STATE    HIGHWAY. 


-TYPICAL    CONCRETE    STRUCTURE    ON    A 


The  preparation  of  the  subgrade  is  considered  of  the 
greatest  importance  and  if  it  is  found  that  the  soil  will  not 
properly  compact  when  wet  and  rolled,  the  thickness  of  the 
concrete  is  increased. 

Concrete  Base. — The  aggregate  proposed  for  use  in  the 
concrete  is  tested  prior  to  the  beginning  of  the  work  and  its 
value  as  a  concrete  material  determined.    A  mixture,  approxi- 


mately 1:2:4  is  used  generally.  The  coarse  aggregate  is 
sound  gravel  or  broken  stone  having  a  specific  gravity  of  not 
less  than  2.6  and  of  uniformly  hard  material,  well  graded  from 
14  in.  up  to  2^  ins.  in  diameter.  On  some  work  where  there 
was  a  scarcity  of  good,  coarse  aggregate,  crushed  rock,  which 
had  a  French  coefficient  of  wear  as  low  as  8  was  allowed  to 
be  used.     This  rock  was  very  uniform  in  composition  and  ha! 


A  8TATB  HIOHWAT  IN  BAN  DIBQO  COUNTY,  CALIFORNIA    —BITUMINOUS  WBARINQ  SURFACE  ON  A  CEMENT 

CONCRETE    FOUNDATION. 


September  4, 1915 


GOOD    ROADS 


121 


given  satisfactory  results.  Most  of  the  crushed  rock  used 
has  a  coefticient  of  wear  in  excess  of  10.  Satisfactory  coarse 
aggregate  is  expected  to  show  a  compressive  strength  in 
excess  of  1,500  lbs.  per  sq.  in.  at  the  end  of  28  days  when 
tested  in  the  laboratory,  using  a  1:2J/2:S  mixture. 

Before  a  contract  is  let  for  a  section  of  highway,  the  avail- 
able sands  are  tested  for  grading,  percentage  of  silt  and  for 
tensile  and  compressive  strength  in  a  1:3  mortar.  The  mortar 
strengths  developed  are  compared  with  strengths  shown  by 
standard  sand  made  up  at  the  same  time  and  of  the  same  lot 

of  cement.  The 
sands  satisfactory 
for  fine  aggregate 
show  tensile 
strengths  in  excess 
of  the  standard  sand 
mortar  and  in   com- 


CHARLBS    D.    BLANEY, 
Chairman,  Highway  Commission. 


NEWELL   D.    DARLINGTON, 
Member,    Highway    Commission. 


the  gasoline  engine,  requires  two  men  to  handle  it,  but  it  is 
said  to  make  the  work  easier  and  to  leave  a  surface  requiring 
less  effort  to  make  smooth  with  the  floats. 

Expansion  Joints. — No  so-called  expansion  joints  have  been 
inserted  in  the  concrete  bases  and  they  have  not  been  missed 
since  all  of  the  concrete  has  been,  or  is  to  be,  covered  with 
asphalt.  This  covering  seems  to  fill  such  cracks  as  develop. 
Some  cases  of  "buckling" — due  apparently  to  high  temper- 
ature— in  the  summer  time,  have  been  noted;  but  the  bucRles 
have  been  so  few  and  far  between  that  no  radical  change  in 
policy  as  to  expan- 
sion joints  is  indi- 
cated. 

Curing. — As  soon 
as  the  concrete  be- 
comes hard,  its  sur- 
face  is  kept   wet  by 


GOVERNOR    HIRAM   W.    JOHNSON. 

The  Governor 
and  Principal  Highway  Officials 
of  California 


pression  exceed  3,- 
000  lbs.  per  sq.  in.  at 
the  end  of  28  days. 

The  concrete,  as 
it  pours  from  the 
mixer,  should  not  be 
wet  enough  to  allow 
the  easy  separation 
of  the  water;  it 
should  require  con- 
siderable tamping 
before  a  thin  film  of 
water  will  flush  to 
the  surface.  The 
tamping  should  make  the  surface  smooth  and  no  projecting 
rocks  should  show.  The  tamping  of  the  concrete  is  done 
with  a  heavy  templet  which  is  built  to  be  true  to  the  crown 
of  the  road,  when  resting  on  the  header  boards.  The  surface 
of  the  concrete  is  then  smoothed  with  wooden  floats.  On  one 
section  of  the  highway  a  small  gasoline  engine  has  been 
mounted  on  the  heavy  templet  and  imparts  a  quivering 
motion  to  the  jelly-like  concrete,  proving  very  successful  in 
rapidly  bringing  the  material  to  a  true  surface  and  producing 
a  good,  dense  concrete.     This  templet,  like  the  ones  without 


AUSTIN  B.    FLETCHER, 
Hig-hway   Engineer. 


sprinkling  for  the 
first  day.  At  the  end 
of  from  12  to  24 
hours,  the  surface  is 
protected  from  dry- 
ing by  a  cover  coat 
of  dirt  or  sand, 
which  is  kept  well 
watered  for  ten 
days. 

A  novel  method 
of  curing  the  con- 
crete is  used  suc- 
cessfully in  this 
work  and  has  become  almost  a  standard  practice  in 
the  more  level  sections  of  California.  The  concrete,  when 
it  is  one  day  old,  is  checked  off  by  low  earth  dams  in  much 
the  same  way  that  land  is  checked  of?  for  irrigation  purposes 
in  the  arid  regions  of  the  West.  This  series  of  shallow  reser- 
voirs is  filled  with  water  and  kept  filled  for  a  period  of  ten 
days.  In  this  way  the  concrete  is  cured  under  ideal  con- 
ditions and  at  all  times  a  glance  at  the  road  will  tell  to  a  cer- 
tainty whether  the  highest  point  of  the  road — and,  there- 
fore, the  entire  surface — is  covered. 


CHARLES    F.    STERN, 
Member,    Highway    Commission. 


122 


GOOD    ROADS 


September  4,  1915 


S5iirv».vln^ 


Resident   lOiiKinper's   Portable  Office. 


\ 

^  ^  ^'^^ 

fe'^kJfi 

^^^ 

^- .  .^is-'. 

WWmm 

Road    Locat.d    Th:  1>    ;..ci,)il    Forest. 


GiadiiiK   with   a   Steam   Shovel. 


ScarlfylnK  Old   Road    Surface. 


1 

■ 

y  w^^BBiHH|^ 

-^ 

31 

HI 

|Jj|p(&^2=":^.;|^":-yj 

2^r 

^i^-^^^ 

ife^*"^~" " 

■^^ 

I^^^^^EIJ^^H^^^Bl^^^f^^^'''''''^  '. 

„^     "■-^■^■i 

|K2^^^^^^Br~"~--  ..              --.^ 

t 

^»              ^^^R    ''^■*^-5^Jt^' 

.  *■  ■■■* .' '" 

Preparing  Subgrade  for  Foundation. 


Unloading  Cru.hed  aton«  at  Yard.  Knb^r:,.!..    i>;,,iy    r,„.   o.nc-ete  Foumlatlcn. 

VIEWS  SHOWING  THE  LOCATION  AND  VARIOUS  STEPS    IN  THE   CONSTRUCTION  OF  CALIFORNIA  HIGHWAYS. 


September  4,  1915 


GOOD    ROADS 


123 


MixinR  the  Concrete. 


Placing-   Concrete   Foundation. 


Fini-stiing-  .Surfaci-    >'(  I'^mi 


.-Tr   .i:ase. 


- 

^ 

MSSSBB 

9^H^H 

^■I^M^fl 

1.    .-^fa^MP"™            III. 

i^^^CJ^^^^^Ed '^ 

i>^ 

ii 

^»^\ ''"'*'•-- % 

Curing  Concrete  by  Dike  System. 


A  Portable  Drilling  Outfit. 


Applying  Oil  in  Building  Wearing  Surface.  finished   Road-Bituminous  Surface.   Concrete   Base. 

VIEWS  OF  CALIFORNIA  STATE   HIGHWAY  WORK  AND    OF    A    COMPLETED    BITUMINOUS    PAVEMENT. 


124 


GOOD    ROADS 


September  4,  1915 


The  contractors  find  that  where  the  earth  dams  can  be  built 
of  a  clay  or  sandy  clay  there  is  little  loss  of  water  due  to 
•ecpage  and  even  in  the  hot,  arid  regions,  the  amount  of  water 
required  for  curing  is  less  than  would  be  used  in  properly 
wetting  a  2-in.  coat  of  sand  or  earth.  One  of  the  accompany- 
ing illustrations  (page  123)  shows  the  concrete  highway 
checked  oflf  by  earth  dams  just  prior  to  the  filling  of  the 
reservoirs  with  water.  This  method  of  curing  has  been  used 
successfully  on  grades  up  to  4  per  cent.,  but  on  such  grades, 
the  lateral  dams  have  to  be  constructed  at  very  short  intervals 
and  the  soil  of  which  the  dams  are  composed  must  be  dense 
enough  to  allow  no  seepage. 

The  cost  of  curing  concrete  by  the  diking  system  is  about 
125  cts.  per  lin.  ft.  of  highway,  or  6.7S  cts.  per  cu.  ft.  of  con- 
crete. This  cost  includes  the  building  of  the  dikes  and  the 
cleaning  of  the  concrete  when  cured.  The  cost  of  a  dirt  cov- 
ering is  2.5  cts.  per  lin.  ft.  of  highway,  or  about  13.4  cts.  per 
cu.  ft  of  concrete. 


asphalt  of  80  penetration.  The  fact  that  an  oil  does  contain 
90  per  cent,  of  80  penetration  asphalt  does  not  insure  the  oil 
having  the  desired  physical  properties. 

The  oil  is  bought  in  large  quantities  and  kept  stored  in 
tanks  of  5,000  bbls.  capacity.  While  a  tank  is  being  filled, 
samples  are  taken  at  regular  intervals  by  an  inspector,  and 
these  samples  tested  at  the  laboratory.  The  tank  is  kept 
under  seal  until  the  tests  show  the  oil  to  be  satisfactory,  and 
then  shipments  of  the  oil  are  made  as  ordered,  the  cars  be- 
ing loaded  under  inspection. 

In  the  construction  of  the  bituminous  wearing  coat,  it  has 
been  found  that  two  physical  properties  of  the  oil  are  of 
greatest  importance.  The  road  oil  must  be  of  such  a  viscosity 
that  it  can  be  easily  applied  to  the  road  as  a  spray  under  not 
excessive  heat,  and  that  it  will  readily  allow  the  penetration 
of  the  stone  screenings.  If  the  oil  is  "hard,"  the  screenings 
are  not  absorbed  easily  and  the  bituminous  surface  does  not 
build  up  properly.     The  road  oil  must  also  be  sticky  so  that 


F 

■ 

i 

\ 

"^iSuVnEM''' 

. 

■-'^      '■ 

Mj^ 

r 

1 

■1  ■^i^'^'jM^SMBBi^MMBiii  ■ 

HP" 

'^'.     «^ 

^3^ 

ibH^IBER^aL.  -' 

r 

:^«  V  ■  s, 

:      A 

-> 

v/  ^^  w  . 

^  W^:  ,,v  t^^ 

— 

•K 

^ 

4» 

« 

IB 
4 

\wm 

•-   mm^^ 

wmm>>-^- 

^ 

-^'^'^'                        .,1,  ^ 

I^H^^^^^^^^^^^^^^^^^B                                                                                                                                                                        J   -  l-ilW.    '■■"■                           ~   ~^ 

MEMBEKS  OK  THE  CAIJFORNIA  HIGHWAY  COMMISSION  AND  STAFF  OF  THE  HIGHWAY  DEPARTMENT— PHOTO- 
GRAPH TAKEN  MARCH,  1914. 
From  left  to  right  (standing):  R.  H.  Stalnaker,  Assistant  Division  Engineer,  Division  2;  C.  C.  Carleton,  Attorney;  S.  V. 
Cortelyou.  Assistant  Division  Engineer,  Division  7;  W.  L.  Clarlc,  Division  Engineer,  Division  7:  T.  E.  Stanton,  Assistant 
Division  Engineer,  Division  6;  R.  K.  West,  Assistant  Division  Engineer,  Division  4;  W.  F.  McClure,  State  Engineer;  A.  B. 
Fletcher.  Highway  Engineer;  F.  G.  Somner,  Division  Engineer,  Division  1;  C.  F.  Stern,  Highway  Commissioner;  J.  B.  Wood- 
son, Division  Engineer,  Division  6;  F.  W.  Hazelwood,  Assistant  Division  Engineer,  Division  1;  C.  B.  Osborne,  Geologist; 
N.  D.  Darlington,  Highway  Commissioner;  S.  9.  Stahl,  Assistant  Division  Engineer,  Division  3;  C.  D.  Blaney,  Highway  Com- 
missioner; W.  S.  Caruthers.  Division  Engineer,  Division  3;  G.  B.  Harrison,  Right  of  Way  Department;  A.  B.  Cleaveland,  As- 
sistant Engineer;  W.  R.  Ellis,  Secretary;  R.  E.  Dodge,  Offlce  Engineer;  A.  E.  Loder,  Division  Engineer,  Division  4;  J.  H. 
Small.  Chief  Accountant;  Walter  C.  Howe.  Division  Engineer,  Division  5;  (sitting):  G.  R.  Wlnslow,  First  Assistant  High- 
way Enslneer:  H.  L.  Warren,  Purchasing  Agent;  T.  A.  Bedford,  Division  Engineer,  Division  2;  G.  Mattis,  Assistant  Division 
Engineer,  Division  5. 


When  the  concrete  is  about  a  month  old,  the  dikes  or  dirt 
coverings  are  removed  with  a  road  grader,  care  being  taken 
not  to  injure  the  concrete  surface.  The  road  is  then  thrown 
open  to  traffic  for  a  month  or  two.  The  traffic  on  the  bare 
concrete  has  been  found  to  be  of  great  benefit  in  removing 
any  thin  coating  of  clay  or  any  laitance  surfacing  that  may 
cover  the  concrete. 

Thin  Bituminous  Wearing  Coat. — Just  prior  to  the  applica- 
tion of  the  asphaltic  oil  for  the  bituminous  wearing  coat,  the 
concrete  base  is  thoroughly  cleaned  by  use  of  street  brooms, 
and  in  some  cases  even  cleaned  by  brushing  by  hand  with 
steel  brooms.  It  is  imperative  that  the  surface  of  the  con- 
crete be  free  from  any  coat  of  dirt  so  that  the  oil  surface 
will  bind  tight  to  the  base. 

The  road  oil  used  in  the  building  of  the  bituminous  wear- 
ing coat  is  known  by  the  trade  name  of  a  90/80  road  oil.  This 
means  that  the  oil  contains  approximately  90  per  cent,  of 


it  will  bind  strongly  to  the  concrete  base  and  cement  to  its 
neighbor  each  of  the  little  stone  fragments  that  make  up  the 
mineral  aggregate  in  the  bituminous  surface. 

The  viscosity  and  stickiness  of  an  oil  are  carefully  deter- 
mined by  physical  tests  in  the  laboratory  and  the  oil  required 
to  meet  the  specified  limits  of  these  two  tests.  The  oils  are 
also  tested  for  percentage  of  asphalt,  percentage  of  foreign 
matter,  flash  point  and  burning  point.  In  addition,  the  usual 
solubility  tests  for  chemical  purity  are  made. 

The  road  oil  is  applied  under  pressure  and  at  a  temperature 
between  250°  and  350°  F.  The  rate  of  application  is  54  gal. 
per  sq.  yd.  The  oiled  surface  is  now  covered  with  crushed 
rock  screenings  or  coarse  sand.  The  crushed  rock  screenings 
used  should  be  that  portion  of  crusher  run  which  passes  a 
circular  screen  opening  J/^  in.  in  diameter  and  from  which 
substantially  all  fine  dust  has  been  removed.  Coarse  sand 
of  a  like  grading  appears  to  be  equally  satisfactory. 


September  4,  1915 


GOOD    ROADS 


125 


CONCRKTB      MONUMENTS      FOR      MARKING      CALIFORNIA 
STATE    HIGHWAYS    READY    FOR    PLACING. 

After  the  screenings  have  been  sufficiently  incorporated  in 
the  oil,  the  excess  of  screenings  is  broomed  into  piles  along- 
side the  road  and  the  road  is  given  a  second  application  of 


VIEW 


>M      A      CALIFORNIA      STATE      HIGHWAY— MT. 
SHASTA   IN   THE   BACKGROUND. 


light  rolling  before  opening,  though  this  is  not  necessary. 
The  oiled  surface  may  require  more  screenings  if  the  sur- 
face shows  a  tendency  to  bleed. 


AUTOMOBILE    MEETING    ON    A    STATE    HIGHWAY— SHOW- 
ING  CLEARANCE   ON   A   15-FT.    PAVEMENT. 

oil.  This  application  is  at  the  rate  of  J4  gal.  per  sq.  yd.,  as 
was  the  first.  The  oiled  surface  is  then  again  covered  with 
screenings.  Screenings  carrying  a  small  percentage  of  dust 
and  fine  material  may  be  used  in  the  second  coat. 

The  highway  is  now  ready  for  traffic.     It  can  be  given  a 


TYPICAL  SHORT   SPAN  BRIDGE  ON   A  CALIFORNIA  STATE 
HIGHWAY— MENDOCINO    COUNTY. 

There  has  been  but  little  trouble  with  the  bituminous  sur- 
face due  to  its  peeling  off  the  concrete  base.  Some  of  the 
roads  have  been  under  heavy  traffic  for  over  two  and  a  half 
years  and  the  surface  shows  but  little  wear.  The  surface  is 
dull  black  in  color  and  is  about  J^  to  J^  in.  in  thickness.  After 


A    GRAVEL   SURFACED    STATE    HIGHWAY    IN    MENDOCINO 
COUNTY,   CALIFORNIA. 


AN     OILED     MACADAM     STATE     HIGHWAY     OVER 
YEARS  OLD — MADERA  COUNTY. 


THREE 


126 


GOOD    ROADS 


September  4,  1915 


two  years  of  exposure  to  weathering  and  traffic,  the  oil  binder 
is  found  to  be  "live,"  readily  mending  itself  if  the  surface  is 
cut  in  any  way. 

The  thin  bituminous  wearing  surface  on  the  concrete  base 
has  not  rolled  or  become  wavy  under  traffic.  It  gives  splen- 
did traction  for  the  rubber  tired  traffic  and  cushions  the  hard 
unyielding  concrete  for  the  horses. 

The  bituminous  surface  will  doubtless  require  a  slight 
amount  of  patching  durin,?  the  first  three  years  of  its  life. 
It  gives  promise  of  an  average  life  exceeding  four  years 
before  complete  renewal  will  be  necessary,  but  the  state  high- 
ways of  California  have  not  been  built  long  enough  to  furnish 
sufficient  data  for  estimating  yearly  maintenance  costs. 

The  accompanying  table  shows  the  mileages  and  types  of 
the  state  highways  under  contract  or  completed. 


A  CONCRETE  BRIDGE  ON  A  S  r 
COUNTY, 


\'ri-:  iilGiiw 
CAL. 


AY    l.N    .MADKHA 


manner.  The  Legislature,  at  its  1915  session,  became  con- 
vinced of  this  fact  and  provided  for  a  bond  issue  election,  to 
be  held  in   November,   1916.     At  that  time  the  people  will 


MILEAGES    AND    TYPES     OP     CALIFORNIA     STATE    HIGH- 
WAYS  COMPLETED  OR  UNDER   CONTRACT. 
Tvne  Mileage  Cost  per  Mile 

Grading     305.9  $8,970 

Oiled   concrete' 800.4  9,920 

Aspiialt    on    concretet 20.9  18,500 

Oil  macadam 

Asphalt  on  macadam} 

Water    bound    macadam 


19.1 

6,850 

16.5 

14,900 

'2.9 

10,950 

•Concrete  pavement  with  thin  bituminous  wearing  surface, 
to   the   description   of  which  the   article   is  largely   devoted. 

tTopeka  specification  wearing  surface,  1%  ins.  thick,  on  Port- 
land cement  concrete  base. 

tTopeka  specification  wearing  surface,  about  1V4  ins.  thick, 
on  a  foundation  consisting  of  old  water  bound  macadam  road, 
sliaped  up.     ^^^ 

vote  on  a  new  issue,  $15,000,000  in  amount,  to  be  used  to 
complete  the  system  outlined  in  the  present  State  Highways 
Act  and  to  round  out  the  scheme  by  the  construction  of  cer- 
tain connecting  roads  not  contemplated  in  the  present  law. 


A   STATE    HIGHWAY    NEAR     PALO     ALTO,    CAL.— A     1%-IN. 
TOPEKA    SURFACE    ON    A    4-IN.    CEMENT 
CONCRETE  FOUNDATION. 

The  cost  given  in  the  table  is  the  approximate  cost  per  mile, 
exclusive  of  engineering  and  overhead  expenses. 

The  California  state  highway  work  has  been  in  progress 
since  the  spring  of  1912,  the  funds  being  provided  by  a  bond 
issue  of  $18,000,000  voted  by  the  people.  The  work  is  admin- 
istered by  a  committee  of  the  Advisory  Board  of  the  Depart- 
ment of  Engineering,  composed  of  Charles  D.  Blaney,  Chair- 
man, Newell  D.  Darlington  and  C.  Frank  Stern,  known  as  the 
California  Highway  Commission. 

The  Highways  Act  provides  for  the  construction  of  ap- 
proximately 3,000  miles  of  state  highway,  about  1,800  miles 
of  which  may  be  called  trunk  lines  and  the  remainder  laterals. 
It  seems  necessary  to  pave  the  1,800  miles  of  trunk  lines  more 
or  less  expensively,  and  as  the  work  has  progressed  it  has 
become  more  and  more  evident  that  the  $18,000,000  will  not 
suffice  to  complete  the  contemplated  system  in  a  satisfactory 


"The  ^Vay  to  Have  Good  Roads  In  to  Build  Tbein,"  according 
to  a  statement  made  by  Champ  Clark  In  an  address  delivered 
recently  at  the  Old  Settlers'  Reunion  at  New  Florence,  Mo. 
Bad  wagon  roads,  according  to  Mr.  Clark,  constitute  the  most 
senseless  extravagance  known;  thousands  of  dollars  worth  of 
wagons  and  buggies  have  been  destroyed  by  the  bad  roads  in 
Missouri  and  hundreds  and  thousands  of  dollars  worth  of 
horses,  mules  and  oxen  have  been  wasted  in  the  same  manner. 
The  problem  of  improving  the  roads,  according  to  Mr.  Clark,  is 
a  practical  problem  and  one  that  can  be  solved — moreover,  one 
that  ought  to  be  solved.  Good  roads,  Mr.  Clark  believes,  mean 
Increased  population,  increased  wealth,  increased  church  and 
school  attendance,  Increased  social  activity  and,  in  short,  in- 
crease in  the  Joy  of  living.  Continuing,  he  said:  "When  the 
question  of  resumption  was  becoming  of  intense  interest  in  the 
land  and  various  schemes  were  being  debated,  Horace  Greeley, 
growing  weary  of  the  unending  talk,  tersely  remarked;  'The 
way  to  resume  is  to  resume.'  "  Mr.  Clark  expressed  the  belief 
that  could  Horace  Greeley  hear  the  present  talk  about  good 
roads  he  would  put  the  case  In  a  nutshell  in  the  words  quoted 
at  the  beginning  of  this  paragraph. 


STONY  CREEK  BRIDGE— A  CONCRETE  ARCH  ON  A  STATE 
HIGHWAY  IN  GLENN  COUNTY,  CAL. 


September  4,  1915 


GOOD    ROADS 


127 


The  City  of  Oakland,  California,  and  Its  Street  Work 


By   W.   H.  JORDAN 


Half  a  dozen  years  before  the  Liberty  Bell  proclaimed 
American  independence,  soldiers  of  Spain  were  exploring 
the  region  where  now  stands  the  City  of  Oakland  and  its 
sister  municipalities  of  the  San  Francisco  Bay  section  of 
California.  It  is  recorded  in  the  diaries  and  official  reports 
of  one,  Lieutenant  Pedro  Pages,  that  with  small  commands 
of  Spanish  troops  he  made  two  explorations  in  this  region, 
the  first  in  1770.  Two  years  later  he  made  a  more  extensive 
one.  Both  resulted  in  most  favorable  accounts  of  the  coun- 
try observed. 


under  the  rule  of  Don  Luis.  Other  Spanish  families  settled 
among  the  oaks  and  giant  redwoods  which  grew  in  forests 
along  the  hillsides.  Don  Luis  reared  a  large  family,  and  at 
his  death,  his  sons,  Vicente,  Ygnacio,  Jose  Domingo  and 
Antonio  Marie,  were  bequeathed  sections  of  the  original 
grant. 

The  Americans  did  not  appear  in  numbers  until  after  the 
discovery  of  gold  in  1849,  though  it  is  recorded  that  in  1826 
a  party  of  pioneer  settlers  passed  through  the  Peralta  hold- 
ings.     Twenty   years    later   a   Mormon   caravan    arrived,    but 


VIEW    SOUTH    ON    BROADWAY    AT    ITS    INTERSECTION   WITH    TELEGRAPH    AVE — TWO    OP    THE    MAIN    NORTH    AND 
SOUTH   STREETS   OF   OAKLAND,   CAL. — BITUMINOUS    ROCK    PAVEMENT. 


In  that  day  the  present  site  of  Oakland  was  covered  with 
a  dense  growth  of  oaks,  whence  its  name.  This  part  of 
the  Spanish-Mexican  territory,  out  of  which  the  State  of 
California  was  carved  after  the  Mexican  War,  finds  its  be- 
ginnings— for  the  purposes  of  this  brief  historical  review — 
in  the  baronial  land  grants  which  the  King  of  Spain  made  to 
favored  subjects  for  services  rendered  the  crown.  Many  of 
these  grantees  were  Spanish  soldiers  and  sons  of  soldiers. 

In  1820  Don  Luis  Peralta  was  given  such  a  grant.  It  cov- 
ered the  site  of  the  City  of  Oakland,  as  well  as  those  of  the 
adjoining  cities  of  Alameda,  Berkeley,  Piedmont,  Emery- 
ville, and  suburbs.  Extending  from  San  Leandro  Creek  on 
the  east,  to  the  Bay  of  San  Francisco  on  the  west,  with  its 
northern  boundary  a  spur  of  foothills  and  its  southern  the 
estuary  of  San  Leandro  (now  Oakland's  splendid  inner  har- 
bor),   this    domain    became    an    almost    feudal    sovereignty, 


went  on  to  other  settlements.  In  1846  General  John  C.  Fre- 
mont, the  Pathfinder,  marched  through  the  hill  passes  east- 
ward, and,  according  to  legend,  viewed  the  scene  from  the 
East  Oakland  hills,  near  the  home  site  of  Joaquin  Miller,  the 
Poet  of  the  Sierras. 

The  winter  of  1849-50  saw  the  first  permanent  American 
settlement.  During  the  next  summer  three  men  followed. 
One  of  these,  Horace  W.  Carpentier,  was  to  play  a  most 
important  part  in  the  city's  history.  Under  the  assumption 
that  the  land  was  owned  by  the  federal  government  and  was 
subject  to  homesteading,  Carpentier  and  his  two  associates 
squatted  at  a  point  which  is  now  the  foot  of  Broadway. 
The  land  was,  in  reality,  a  part  of  the  Peralta  grant,  which, 
with  many  other  Spanish  grants  in  California,  was  confirmed 
by  the  United  States  after  the  acquisition  of  the  territory 
following  the  war  with  Mexico.     Carpentier  and  others  con- 


128 


GOOD    ROADS 


September  4,  1915 


QRAND  AVEKUE.   OAKLAND.   CAU,   LOOKING  EAST   FROM    LAKESIDE    PARK— A    MAIN    THOROUGHFARE    IN    A    RESI- 
DENTIAL   SECTION— STANDARD    ASPHALT     PAVEMENT. 


eluded  negotiations  and  accepted  leases  from  the  Peraltas, 
who  ultimately  bartered  away  their  possessions  for  absurdly 
small  sums.  Then  the  town  sprang  into  existence.  Town 
incorporation  took  place  in  1852  and  city  incorporation  two 
years  later.  Carpentier  secured  exclusive  leasing  rights  to 
waterfront  wharfing,  and  subsequently  a  grant  to  the  entire 
waterfront,  in  return  for  building  a  few  wharves  and  a  pub- 
lic school  house.  Fourteen  years  later  these  grants  were 
taken  over  by  the  Oakland  Waterfront  Company,  a  sub- 
sidiary of  the  Central  Pacific  Railroad,  which  entered  Oak- 
land in  1869.  The  City  of  Oakland  now  controls  its  entire 
waterfront,  every  occupant  leasing  from  the  city;  but  this 
wa«  not  accomplished  until  1910. 

Oakland  expanded  by  taking  in  Clinton  and  other  settle- 
ments.   A  large  "commuter"  population  developed,  drawing 


heavily  from  San  Francisco,  and  for  years  Oakland  main- 
tained a  high  place  as  a  "home"  city.  Business  followed,  but 
Oakland's  greatest  development  has  come  during  the  last 
dozen  years. 

The  city  is  situated  on  the  eastern  or  continental  side  of 
San  Francisco  Bay,  in  a  natural  amphitheater  with  the  foot- 
hills of  the  coast  range  as  a  background.  Reaching  to  the 
waters  of  San  Francisco  Bay  on  the  west,  and  the  estuary  of 
San  Antonio  on  the  south,  the  main  business,  commercial, 
industrial  and  shipping  centers,  and  a  large  part  of  the  older 
residential  section  stand  on  practically  level  sites.  The 
newer  residential  sections  are  further  back  toward  the  hills. 
The  area  of  the  city  is  60.25  square  miles,  a  gain  of  44  square 
miles  by  annexation  of  contiguous  territory  since  1905.  The 
average   annual   temperature   is    55.87   degrees,    with    neither 


NINETEENTH    ST.,    OAKL.AND,    CAL.— A    TYPICAL    RESIDENCE    STREET— STANDARD    ASPHALT    PAVEMENT. 


September  4,  1915 


GOOD    ROADS 


129 


JOHN    L.    DAVIE, 
Mayor  of  Oakland. 


severe  cold  nor  prostrating  heat.  The  city's  population, 
estimated  this  year  at  219,000,  has  increased  more  than  350 
per  cent,  since  1900.  Oakland  is  the  terminus  of  four  trans- 
continental railroads  and  is  gridironed  with  electric  street 
railways,  urban  and  suburban,  which  connect  with  several 
ferry  systems  on  San  Francisco  Bay.  From  the  outset,  Oak- 
land has  been  noted  for  its  homes,  its  churches  and  schools 
and  its  social  life. 

Twenty-seven  miles  of  waterfront,  where  ship  and  car 
are  brought  together,  are  nuclei  of  great  industrial  districts. 
Many  millions  of 
.  dollars  have  been 
expended  by  the 
federal  government, 
by  the  city  govern- 
ment and  by  private 
and  corporate  in- 
vestors in  the  water- 
front development. 
Rolling  mills,  iron 
works,  fruit  can- 
neries, gas  engine 
works,  tractor  fac- 
tories, sash  and  door 
factories  and  cotton 
mills,  are  among 
the  fifteen  hundred 
industries  of  the 
city,  the  annual  out- 
put of  which  is  esti- 
mated at  $50,000,000. 
Crude  oir,  and  elec- 
tric current  have 
displaced  coal  for 
motive  power.  Oak- 
land is  a  central  dis- 
tributing point  for 
four  of  the  great 
hydro-electric  power 
companies  of  the 
state.  The  city  is 
third  largest  in  Cali- 
fornia and  the  seat 
of  government  of 
A  1  a  m  eda  County, 
one  of  the  richest 
agricultural  and  hor- 
ticultural sections  in 
the  state.  Much  re- 
tail and  wholesale 
trade  centers  here  on 
that    account. 

Noteworthy  points 
of  interest  easily 
reached  by  street 
car,  automobile,  or 
short  walks,  are 
Lake     Merritt     and  PERRY  F.  BROWN, 

its       contiguous  Superintendent   of   Streets, 

parks;  the  Highland  Drive;  Piedmont  Park;  The  Uni- 
versity of  California  and  its  famous  Greek  theater;  the 
Claremont  Country  Club;  the  City  Hall,  built  at  a  cost  of 
$2,000,000;  the  Municipal  Auditorium,  a  million-dollar  gran- 
ite and  steel  edifice  with  arena  and  theater  seating  twelve 
thousand  persons,  where  the  Pan-American  Road  Congress 
will  meet;  Joaquin  Miller's  home,  "The  Heights,"  in  the  east- 
earn  foothills;  the  Skyline  Boulevard,  along  the  crest  of  the 
Contra  Costa  hills;  the  Foothill  Boulevard,  leading  into  the 
rich  fruit  lands  eastward  of  the  city;  the  Sequoyah  Country 
Club;  the  Mission   San  Jose,  founded  in   1797  by  the  Fran- 


WILLIAM  J.   BACCUS, 
Commissioner  of  Streets. 


ciscan   friars;   Redwood   Canyon,   and   Summit   Scenic   Drive 
through  the  Contra  Costa  hills. 

The  main  section  of  Oakland  in  its  street  plan  is  rectangu- 
lar, the  blocks  or  "squares"  being  200  by  300  ft.  The  streets 
have  an  average  width  of  80  ft.,  except  Broadway,  the  main 
central  thoroughfare,  which  is  110  ft.  wide.  The  first  sur- 
vey was  made  in  1853.  Main  thoroughfares  radiate  from  the 
retail  district  and  connect  with  the  outlying  districts  by 
streets  from  80  to  100  ft.  wide  and  with  easy  grades.  The 
rectangular  plan   obtains   in   general,  although   much   of  the 

city  is  in  irregular 
form,  owing  to  the 
piecemeal  methods 
that  were  followed 
in  the  earlier  years 
of  the  city's  growth 
in  annexing  sections 
and  in  subdividing 
tracts  of  land.  The 
general  trend  of 
main  highways  in 
the  eastern  section  is 
east  and  west;  in 
the  western  portion, 
north  and  south. 
Grades  are  light,  ex- 
cept in  the  hill  sec- 
tions, which  are 
strictly  residential. 
More  recent  surveys 
of  streets  in  resi- 
dence tracts  con- 
form to  topographi- 
cal contours,  elimi- 
nating the  old  rec- 
tangular scheme  and 
making  for  greatly 
improved  condi- 
tions. Since  1907 
the  Department  of 
Streets  has  given 
greater  attention  to 
highway  alignment, 
and  during  the  past 
two  years  has  se- 
cured quite  thorough 
control  of  the  situ- 
ation. 

The  first  street 
paving  was  done  in 
1865  on  Broadway, 
six  blocks  of  mac- 
adam being  laid  at  a 
cost  of  8.5  cts.  per 
sq.  ft.  In  1888  the 
first  bituminous  rock 
pavement  was  laid 
on  one  block  in 
Ninth  Street,  be- 
tween Broadway  and  Washington  Street.  At  that  time  64 
miles  of  macadamized  streets  had  been  constructed.  Two 
years  later  1.33  miles  of  bituminous  pavement  were  down. 
These  were  the  only  kinds  of  pavement  used  for  many  years. 
The  City  of  Oakland  has  been  under  the  commission 
form  of  government  for  four  years.  Five  commissioners, 
including  the  Mayor;  the  auditor-assessor;  and  the  Board 
of  Education,  of  seven  members,  are  the  only  elective  offi- 
cials. Terms  of  office  are  four  years.  All  municipal  activi- 
ties are  divided  into  departments,  which  are  as  follows: 
Department  of  Public  Aflfairs,  Department  of  Revenue  and 


WALTER  N.    FRICKSTAD, 
Assistant   Superintendent    of   Streets. 


130 


GOOD    ROADS 


September  4, 1915 





ROLUNQ    A    MACADAM    STREET    PREPARATORY    TO    SUR- 
FACE OILINQ.  OAKLAND.   CAU 

Finance,  Department  of  Public  Health  and  Safety,  Depart- 
ment of  Streets,  and  Department  of  Public  Works.  The 
Mayor  is  at  the  head  of  the  Department  of  Public  Affairs, 
and  each  of  the  other  departments  is  headed  by  one  of 
the  commissioners.  The  four  commissioners,  with  the 
Mayor  as  president,  form  the  City  Council.  The  Mayor  has 
one  vote  in  Council,  without  the  veto  power.  All  legisla- 
tion oriRinates  in  the  Council.  The  Commissioner  of  Re- 
venue and  Finance  is  ex-officio  the  seventh  member  of  the 
Board  of  Education. 

The  Department  of  Streets  consists  of  the  department, 
proper,  and  the  Engineering  Department,  both  under  the 
control  of  the  commissioner  of  streets  through  the  super- 
intendent of  streets,  who  is,  ex-officio,  city  engineer.  The 
Engineering  Department  is  under  the  direct  supervision  of 
the  deputy. city  engineer  and  handles  all  the  engineering 
work  of  the  city,  not  only  that  of  the  Department  of  Streets 
but  also  that  of  all  the  other  departments.  The  Depart- 
ment of  Streets  is  divided  into  the  clerical,  construction 
and  maintenance  divisions.  The  department  is  under  civil 
service  regulations. 

The  clerical  division  is  in  charge  of  the  chief  assessment 
clerk,  and  the  chief  clerk.  The  chief  assessment  clerk  is 
responsible  for  all  street  proceedings  in  this  department, 
the  making  of  street  assessments  and  the  placing  of  all 
assessments  on  the  books  for  collection.  He  is  also  respon- 
sible for  all  street  opening  proceedings  and  assessments, 
and  acts  as  one  of  the  street  opening  commissioners  with- 
out additional  compensation.  The  chief  clerk  controls  the 
general   affairs   of  the  office,  the  collection   of  all   fees   and 


assessments  and  the  clerical  and  bookkeeping  activities  of 
the   department. 

The  construction  division  is  in  charge  of  the  assistant 
superintendent  of  streets  who  has  supervision  of  all  new 
street  and  sewer  work. 

The  maintenance  division  is  under  the  direct  charge  of 
the  deputy  superintendent  of  streets  and  the  assistant  deputy 
superintendent  of  streets,  who  are  responsible  for  all  main- 
tenance and  repair  work  and  the  equipment  for  carrying  on 
the  work. 

The  maintenance  division  has  the  city  divided  into  dis- 
tricts, in  each  of  which  there  is  a  man  responsible  for  the 
condition  of  the  streets  under  his  jurisdiction,  and  who 
reports  to  the  head  of  the  division.  The  department  is 
doing  with  its  own  forces  many  of  the  things  formerly 
hired.  The  street  sprinkling  is  largely  done  with  city  teams 
and  wagons.     The  department  has  three  corporation  yards 


BllOAUWAY,      OAlvUAND,      CAL.— LOOKING      NORTH 
12TH    ST.— BITUMINOUS   ROCK   PAVEMENT. 


FROM 


APPL.TUIO    Oa>    ON    OLD    MACADAM    STREET 
OAKLAND,  CAU 


SURFACE— 


on  city  owned  property.  In  the  central  yard  are  the  gar- 
age, the  stables,  the  laboratory  and  separate  shops  for 
blacksmithing,  horseshoeing,  woodworking,  painting  and 
harness  making,  besides  storerooms  and  workrooms  for  the 
carpenter  and  sewer  crews.  The  department  has  its  own 
1  ■luipment,  which  includes  4  steam  rollers,  36  sprinklers,  2 
Ijavement  flushers,  32  wagons  and  carts,  a  modern  outfit  for 
street  oiling  with  three  patching  outfits,  and  86  horses. 

Besides  the  general  street  work  and  closely  related  activi- 
ties, the  Department  of  Streets  handles  the  important  matter 
of  garbage  disposal.  By  the  method  employed,  scavengers 
collect  the  refuse,  which  is  then  deposited  in  large  bins 
specially  built  on  a  steamship  which  carries  the  cargo  at 
stated  intervals  20  miles  to  sea,  there  dumping  it.  This 
work  is  done  under  contract  with  the  steamship  owners. 

The  principal  officials  of  the  Department  of  Streets  are 
as   follows:    Commissioner   of    Streets,   William   J.    Baccus; 


September  4,  1915 


GOOD    ROADS 


131 


BROADWAY,  OAKLAND,  CAL.— BASALT  BLOCK  TOOTHING 
IN  STANDARD  ASPHALT  PAVEMENT. 

Superintendent  of  Streets  and  ex-officio  City  Engineer,  Perry 
F.  Brown;  Assistant  Superintendent  of  Streets,  Walter  N. 
Frickstad;  Chief  Assessment  Cleric,  Charles  H.  Frost;  Chief 
Clerk,   W.   A.    Quinlan. 

On  January   1,   1915,   the   mileages  and  yardages   of  street 
paveiiients  and   unimproved   roads  were   as   follows: 

Sq.  Yds. 

875,154 

1,116,700 

1,824,074 

351,944 

2,427,437 

403,404 

65,425 


Kind.  Mileage 

Hard  pavement   (mainly  sheet  aspiialt) 39.27 

Oiled    macadam    68.61 

Water   bound  macadam,   surface  oiled 96.42 

Water  bound   macadam,  tar  surface 19.02 

Water   bound   macadam,   plain 135.61 

Turnpike    (macadam)     47.24 

Macadam   turnpike,   surface   oiled 7.66 

Unimproved    streets    and    roads 116.01 

Street    work    for    the    year    1914 — which,    including    curbs, 

gutters,    culverts    and    sidewalks,    cost    $1,097,861.66 — was   as 

follows: 

Kind.                                                                          Miles  Sq.  Yds. 

Asphalt    3.647  97,972 

Bituminous    macadajn    18.342  

Single    course    78,351 

Double   course    222,035 

Surface   oiling    34.500  594,685 

Most   important   to   the   city   has   been   the   surface   oiling 

of  macadam   streets,   for   this   work   has   not   only   preserved 

and    appreciably    extended   the    life    of    the    streets,    but    has 

materially    reduced    the    cost    of    repairs,    eliminating    costly 

street     sprinkling,     and     made     clean,     dustless,     mudless 

thoroughfares.      The    department    has    surface    oiled    nearly 

one   hundred   miles   of   streets   at  a   cost   of   $111,000.     This 

has  saved  the  city  in  the  last  four  year  $92,021  in  sprinkling 

alone,   nearly  the  original  cost  of  oiling.     Saving  in   repairs 

is  estimated  at  $39,000  and  in  cleaning  at  $10,000,  to  date. 


Sheet  asphalt  pavement  is  constructed  on  a  6-in.  concrete 
base,  with  a  2-in.  binder  and  a  lj4-in.  wearing  surface.  The 
cost,  exclusive  of  grading,  is  about  $1.80  per  sq.  yd. 

Single-course  bituminous  macadam  paving  is  made  6  ins. 
deep  at  the  gutter  and  8  ins.  at  the  crown,  measured  before 
rolling.  After  applying  screenings,  and  rolling,  two  ap- 
plications of  oil,  each  of  ^  gal.  per  sq.  yd.,  are  made.  The 
pavement  is  finished  by  applying  more  screenings,  and 
rollings.  The  average  cost  last  year,  exclusive  of  grading, 
was  68  cts.  per  sq.  yd. 

Double-course  oiled  macadam  consists  of  a  water  bound 
macadam  base  4  ins.  in  thickness  at  the  gutter  and  5  ins. 
at  crown,  on  top  of  which  is  a  second  course  laid  as  follows: 
After  the  completion  of  the  base,  3  ins.  of  2-in.  broken  stone 
is  spread  and  alternately  oiled,  screened  and  rolled  until 
compacted,  using  three  coats  of  oil,  each  of  }^  gal.  per  sq. 
yd.     The   cost,    exclusive   of  grading,    is   89   cts.    per   sq.   yd. 


I    I    I 


III.; 
iiiii 

U1.1J 


::  "  H  a  .,  n 

!!  "  ■■  II  li  !i 

!!  ■>  11  ii  ii  li 

!!  ■>  »  II  ii  « 

■*  H  H  II  li  H 

n  «  II  M  " 

I!  n  n  ii 

ii  H  H  a 


PRIDGE  TYPICAL  OF   THOSE   BUILT   BY   TFIE   STREET  DE- 
PARTMENT OF  OAKI^ANP. 


NEW   CITY  HALL,   OAKLAND,   CAL. — WASH  r  Xi  ITc  )X    STREET 
BETWEEN   14TH  AND  SAN  PABLO  AVE. 

Practically  all  oiled  macadam  put  down  in  1915  has  been 
built  by  the  double-course  method. 

Water  bound  macadam  specifications  are  similar  to  those 
for  double-course  oiled  macadam,  except,  of  course,  as  to 
the   use   of   oil. 

Among  the  hard  pavements  in  use  are  six  miles  of  natural 
bituminous  sandstone.  The  surface  consists  of  2  ins.  of 
sandstone  on  concrete  or  macadam  base.  By  mixing  two 
grades  of  sandstone  and  adding  sufficient  sand  and  dust  to 
make  the  product  conform  to  the  mesh  composition  speci- 
fied for  sheet  asphalt,  excellent  results  are  obtained  both 
for  medium  and  heavy  traffic.  It  should  be  noted,  however, 
that  the  unreliability  of  the  product  causes  irregular  re- 
sults. Other  pavements  include  two  blocks  of  vitrified 
brick,  laid  in  1910  in  a  heavy  traffic  district.  In  1898  several 
thousand  lineal  feet  of  wood  block  pavement  were  put  down 
on    a    main    thoroughfare.     The   blocks    were    of   redwood, 


GOOD    ROADS 


September  4,  1915 


FOOTHILi,    BOULEVARD,    OAKLAND.    CAL.— A    SURFACE    OILED     MACADAM 

HEAVY    AUTOMOBILE    TRAFFIC. 


PAVEMENT     THAT     CARRIES     A     VERY 


dipped  in  crude  oil  and  asphalt.  They  were  not  satisfactory 
because  of  the  treatment.  Creosoted  blocks  should  have 
been  used.  Nearly  half  of  the  pavement  was  replaced  in 
1910  with  asphalt,  and  the  remainder  maintained  by  a 
thorough  covering  of  asphalt  mastic.  About  8,000  sq.  yds, 
of  basalt  block  pavement  has  recently  been  laid  to  carry 
heavy  traffic,  and  there  are  also  two  city  blocks  on  a  S 
per  cent  grade  paved  with  basalt  blocks.  The  basalt  block 
is  considered  by  the  street  officials  as  too  expensive  for 
general  use.  In  1910  a  stretch  of  6,000  ft.  of  asphaltic  con- 
crete was  laid  for  light  traffic.  This  is  in  good  condition, 
though  a  flush  coat  is  needed. 

As  a  guide  to  street  pavement  requirements  and  to  the 
effect  upon  various  kinds  of  pavement  by  traffic,  a  vehicular 
census  has  been  taken  each  spring  during  the  past  three 
years.  The  results  have  more  than  justified  the  effort.  One 
of  the  noteworthy  phases  disclosed  was  the  increase  of 
heavy   motor   truck    traffic    as   well   as    the    steady    increase 


Comparative 


1914. 
41.7  per  cent. 
58.3  per  cent. 


of   automobiles     over     horse-drawn     vehicles, 
totals  for  two  years  follow: 

1913. 

Horse-drawn    vehicles    46.4  per  cent. 

Motor    vehicles    53,6  per  cent. 

The  data  collected  have  enabled  the  department  to  proceed 
on  a  much  surer  basis  toward  the  solution  of  the  manifold 
problems  which  modern  conditions  and  demands  have  im- 
posed upon  those  in  the  public  service. 


Commisfiloner  of  Public  ImprovementM  Lafnye,  of  New  Or- 
leans, La.,  has  stated  that  within  two  years  the  cobblestone 
pavements  In  the  largre  section  of  the  city  between  Canal, 
Esplanade  and  Rampart  Streets,  are  to  be  replaced  by  modern 
pavements. 

The  CommisRloners  of  Pierce  County,  Washlinston,  have 
authorized  County  Engineer  L.  H.  White  to  proceed  with  the 
survey  of  10.6  miles  of  mountain  road  which  it  is  proposed  to 
construct  early  In  1916.  Estimates  of  the  cost  run  from  ?100,- 
000    to    $140,000. 


PARK    BOULEVARD,    OAKLAND,    CAL.— ASPHALTIC    CONOR    ETE    PAVEMENT    COMPLETED    ON    ONE    SIDE    OF    THE. 

STREET. 


September  4,  1915 


GOOD    ROADS 


133 


San  Francisco,  the  Exposition  City, 

Its   History   and   Development   with   Especial  Reference  to  Its  Street  System* 


To  the  engineer  who,  for  the  first  time,  visits  San  Fran- 
cisco during  the  period  of  the  Panama-Pacific  Exposition, 
the  experience  will  be  not  only  enjoyable  but  exceedingly 
educational.  The  history  of  the  city  itself  is  replete  with 
engineering  interest.  Unique  topographical  and  geological 
conditions  create  problems  which  are  presented  in  no  other 
large  American  city. 

In  1769  Don  Caspar  de  Portola,  then  Governor  of  Cali- 
fornia, and  Sergeant  Jose  Ortega  conducted  a  land  expedi- 
tion from  San  Diego  to  Monterey.  Being  unfamiliar  with 
the  country  they  missed  their  destination,  came  farther  north 
and  found  the  Golden  Gate  and  the  land-locked  harbor  which 
had   been   visited   by   the   pirate   Drake   in   1579  and   charted 


the  Comstock  Lode,  which  has  produced  $350,000,000  in 
thirty  years  and  contributed  greatly  to  the  prosperity  of  the 
entire  Pacific  coast.  In  1900  this  city  had  a  population 
of  342,782,  which  rapidly  increased  until  April  17,  1906. 
On  that  date  San  Francisco's  bonded  indebtedness  was 
practically  nothing  as  compared  with  cities  of  equal  size  in 
the  United  States. 

On  the  morning  of  April  18,  1906,  a  violent  earthquake 
shook  the  coast  of  Central  California.  The  shock  broke 
the  water  mains  leading  into  San  Francisco  from  San 
Mateo  County,  and  left  the  city  defenceless  against  numer- 
ous fires  started  by  wires  which  became  crossed  during  the 
shock.     For  three  days  the  fire  raged,  burned  497  city  blocks 


THE   INTEUSKCTION   OF   PUWELL   AND   GEARY    STREETS   IN     THE     BUSINESS     SECTION    OF     SAN     FRANCISCO,     CAL.- 

ASPHALT    PAVEMENTS. 


by  Vizcaino  in  1603.  In  1776  the  Mission  of  San  Francisco 
de  Assissi  was  founded  by  the  Franciscans,  the  Presidio 
established  by  Colonel  Juan  Bautista  de  Anza  and  the  Pueblo 
of  Yerba  Buena  located,  all  within  the  area  occupied  by 
the  present  city. 

California  was  ceded  to  the  United  States  by  Mexico  in 
1848.  In  the  previous  year  the  ayuntamiento,  or  town  coun- 
cil, of  Yerba  Buena  changed  the  name  of  that  hamlet  to 
San  Francisco,  which,  at  the  time  had  a  population  of  about 
800.  The  discovery  of  gold  in  California  in  1848  brought  to 
the  port  of  San  Francisco  within  the  next  two  years  several 
thousand  vessels,  and  more  than  80,000  people.  Many  of 
the  vessels  were  abandoned  by  their  officers  and  crews,  who 
rushed  to  the  gold  fields,  but  about  20,000  remained  in  the 
rapidly  growing  town  of  San  Francisco.  A  new  impetus 
was  given   to   its   development  in   1859   by   the   discovery   of 


•Especially  written  for  GOOD  ROADS  by  a  San  Francisco 
engineer  thoroughly  acquainted  with  the  city  and  its  street 
work. 


or  four  square  miles  out  of  the  very  heart  of  the  city,  leav- 
ing thousands  homeless  and  destroying  property  valued  at 
approximately  $325,000,000.  Twenty-eight  thousand  build- 
ings were  consumed  and  a  general  exodus  resulted.  Two 
hundred  thousand  people  left  San  Francisco  within  a  week. 
The  "quitters"  never  returned.  Those  who  did,  and  those 
who  had  refused  to  be  driven  out  by  earthquake,  fire  or 
martial  law,  immediately  began  the  work  of  reconstruction. 
This  has  progressed  steadily,  until  a  metropolis  with  a 
present  population  of  550,000  has  been  rebuilt  along  lines 
architecturally  more  beautiful,  structurally  more  permanent, 
than  the  one  that  was  destroyed. 

San  Francisco  is  located  at  the  northern  extremity  of 
a  peninsula  35  miles  in  length.  On  the  west  it  terminates* 
at  the  shore  of  the  Pacific  Ocean  and  on  the  north  and 
east  is  bounded  by  San  Francisco  Bay.  Its  topography  is 
exceedingly  uneven,  a  branch  of  the  Coast  Range  dividing 
it  practically  in  the  center,  while  detached  spurs  extend 
in   every   direction,  varying  from  sea  level   to  elevations  of 


1^4 


GOOD    ROADS 


September  4,  1915 


80O  feet.  The  city's  entire  area  is  46.S  square  miles,  and 
the  length  of  protected  waterfront  available  for  docks  is 
over  10  miles,  with  an  average  depth  of  water  of  40  ft.  at 
the  pier  line. 

Despite  the  tremendous  expenditures  necessitated  by  the 
fire  of  1906,  the  city's  financial  condition  is  exceptionally 
good.  Its  percentage  of  bonded  indebtedness  to  the  as- 
sessed valnation   is  still   lower  than   that   of  any   .\merican 


and  perseverance,  San  Francisco's  characteristic  spirit  of 
optimism  is  amply  justified  and  no  foreseen  contingency  can 
hinder  continued  phenomenal   advancement. 

The  table  on  page  135  shows  some  of  the  expenditures  for 
construction  made  since  the  great  conflagration  of  nine 
years  ago. 

Before  devoting  his  time  to  the  important  work  of  the 
joint   convention   of  the   American    Road    Builders'   Associa- 


VIEW    OP    SAN    FRANCISCO,    CAL.,    SHOWING    CITY    HALL     AND    CIVIC    CENTER. 


city  of  equal  size.  Its  bank  clearings  for  1914  amounted 
to  $2,516,004,817,  which  is  $150,000,000  greater  than  the  com- 
bined clearings  of  Los  Angeles,  Seattle  and  Portland,  the 
next  three  Pacific  Coast  cities  in  point  of  size.  With  its 
central  location,  its  magnificent  harbor,  its  rich  trade  with 
the  Orient  a*  yet  only  in  the  beginning  of  development,  its 
fertile  tributary  area  consisting  of  the  Sacramento,  San 
Joaquin,  Napa,  Sonoma,  and  Santa  Clara  Valleys,  its  energy 


tion,  and  the  American  Highway  Association  ,the  visiting 
engineer  can  see  with  profit  many  of  San  Francisco's  places 
of  interest  as  well  as  its  street  pavements  and  boulevard 
system. 

Golden  Gate  Park,  an  area  of  1,103  acres,  devoted  to  forest 
landscapes,  scenic  equestrian  paths,  drives  and  walks,  boat- 
ing lakes,  botanical  gardens,  conservatories,  zoological  ex- 
hibits, stadium,  athletic  fields,  tennis  courts  and  playgrounds, 


September  4,  1915 


GOOD    ROADS 


135 


The  structures  are  of  Raymond  granite,  modifications  of  the 
Gothic  styje  of  architecture,  and  may  Ije  seen  to  excellent 
advantage  from  the  Civic  Center  Plaza,  which  occupies  the 
center  of  the  group. 


STEEP    HILL.    ON    A    RESIDENCE    STREET    IN    SAN    FRAN- 
CISCO—VITRIFIED BRICK  PAVEMENT 

justly  ranks  as  the  finest  park  in  the  United  States.  At  its 
western  extremity  is  the  Pacific  Ocean,  which  may  be  seen 
to  the  best  advantage  from  the  Cliflf  House  or  Sutro  Gar- 
dens, which  also  overlook  the  Golden  Gate,  the  entrance 
to  San  Francisco's  harbor.  Sutro  Baths,  located  near  the 
Cliflf  House,  are  also  of  interest.  The  Presidio  Military 
Reservation  lies  to  the  northeasf  of  the  Cliflf  House,  and  is 
the  most  effective  fortification  on  the  Pacific.  An  automo- 
bile trip  from  the  hotel  district,  including  all  of  the  above 
features,  may  be  made  ivith  comfort  in  about  two  and  one- 
half  hours.  The  remainder  of  a  morning  may  be  occupied 
in  a  most  interesting  manner  by  a  visit  to  the  United  States 
Mint  at  Fifth  and  Mission  streets.  This  is  open  to  visitors 
daily,,  except  on  Sundays  and  holidays,  from  9  to  11:30  a. 
m.,  and  from  12:30  to  2:30  p.  m.  More  gold  has  been  coined 
here  than  at  any  mint  in  the  country— over  $1,500,000,000 
worth  since  1873.  Another  place  of  interest  to  the  touris* 
is  the  Mission  Dolores,  founded  in  1776,  the  year  that  th? 
Declaration  of  Independence  was  signed.  This  is  located 
at  Sixteenth  and  Dolores  streets. 

San  Francisco's  civic  center,  opposite  the  intersection  of 
Market  and  Eighth  streets,  should  be  seen  by  every  en- 
gineer interested  in  city  planning.  It  occupies  24  acres 
of  land  equally  accessible  from  the  manufacturing,  business 
and  residential  districts.  The  City  Hall,  which  covers  an 
area  of  116,480  sq.  ft.,  has  been  practically  completed  at 
a  cost  of  13,500,000.  A  ?1,2S0,000  auditorium  is  also  finished. 
Appropriations  have  been  made  for  a  $1,000,000  state  build- 
ing and  a  public  library,  to  cost  the  same  amount.  A  public 
health  building,  police,  and  fire  building  will  soon  be  erected. 


^fc        5     ^ 

\T^ 

lw|Wlfcir     JE 

p^S 

^^' 

M 

l^^^^'^-ii^M^^B 

■ 

^^^^^WBH 

1 

TABLE    OF     EXPENDITURES     FOR    CONSTRUCTION    MADE 

IN   SAN    FRANCISCO   SINCE    THE    FIRE   OF  1906 

Office   buildings    $400,000,000 

I'anama-Paciho    Exposition     18,000,000 

New  sewer  system,  nearly  complete 6,150,000 

High   pressure    tire   system 5,750,000 

Municipal   street   railways    5,500,000 

Asphalt   plant    60,000 

Civic   center    8,800,000 

Schools     7,500,000 

Hospitals     3,000,000 

Fire    and    police    stations 510,000 

Public   Library   lands 740,000 

Hall  of  Justice  and  county  Jail 1,350,000 

Hetch  Hetchy  water  supply — lands  and  preliminary 

work     2  000,000 

Docks    9,000,000 

Streets   and   pavements    15,000,000 

-Mew    parks   and    public   playgrounds 1,360,000 

Traffic    tunnels    4,600,000 

Total $489,320,000 


Chinatown,  within  a  few  blocks  of  the  Fairmont  Hotel, 
is  worth  seeing.  Since  the  overthrow  of  the  Manchu  dy- 
nasty much  progress  has  been  noticeable  in  this  quarter. 
Many   of   the   quaint   customs   and   silk   costumes   have   been 


M 

5 

r 

i^^Pw 

-^ 

f 

Hi     B^ 

HILL    IN    SAN    FRANCISCO— COBBLE    PAVEMENT    LAID    ON 
SAND — STEPPED    CONCRETE    SIDEWALK 


SAN    FRANCISCO    MUNICIPAL   ASPHALT   PLANT 

replaced  by  more  modern  substitutes,  but-  the  district  is  still 
picturesque  and  interesting.  It  should  be  seen  in  company 
with  a  licensed  guide. 

Across  the  bay  in  Marin  County,  Mount  Tamalpais  oflfers 
to  the  tourist  a  combination  of  marine,  mountain  and  forest 
landscape  seldom  equalled.  The  State  University  in  Berke- 
ley also  attracts  many  visitors. 

The  legislative  and  executive  power  of  San  Francisco  is 
vested  in  a  Board  of  Supervisors  composed  of  eighteen 
members,  elected  at  large  for  a  term  of  four  years  and  paid 
a  monthly  salary  of  $200  for  that  portion  of  their  time 
that  the  city's  business  may  require.  The  Mayor  is  the 
presiding  ofificer  of  this  board.  There  is  also  a  Board  of 
Public  Works,  under  the  management  of  three  commis- 
sioners, who  are  appointed  by  the  Mayor.  The  commis- 
sioners devote  all  of  their  time  to  the  duties  of  their  oflfice, 
and  are  paid  a  yearly  salary  of  four  thousand  dollars.  This 
board  has  control  and  superintendence,  under  the  Board  of 
Supervisors,  of  all  public  construction  and  maintenance. 
Its  jurisdiction  extends  to  streets,  boulevards,  sewers,  public 
buildings,  tunnels,  fire  protection  system,  garbage  disposal, 
bridges,  municipal  railways,  water  supply  investigations, 
asphalt  plant,  and  surveys. 

To  execute  all  of  the  engineering  in  connection  with  the 
above  works  the  last  named  board  appoints  a  city  engineer 


136 


GOOD    ROADS 


September  4, 1915 


j.»jili,»   UUL.fH,   JR., 
.Mayor  of  San  Francisco. 


who  devotes  his  time  exclusively  to  the  business  of  the 
Board  of  Public  Works,  at  whose  pleasure  he  holds  his 
office.  On  the  constructive  ability  of  the  city  engineer  the 
progress  of  public  improvements  depends  almost  entirely, 
for  his  policies  in  both  planning  and  executing  civic  pro- 
jects are  adopted  almost  invariably.  To  the  present  mayor 
and  city  engineer  San  Francisco  is  indebted  for  a  con- 
structive policy  which  has  never  been  equalled  in  the  city's 
history,  as  is  shown  by  the  statistical  tabulation  of  the  city's 
expenditures  printed  on  the  preceding  page. 

It  is  necessary 
only  to  look  at  some 
of  the  steep  hillside 
grades  of  San  Fran- 
cisco to  realize  that 
no  great  amount  of 
study  was  originally 
given  to  the  proper 
planning  of  the  city's 
street  system.  The 
engineer  who  laid 
out  the  city  origin- 
ally, with  entire  dis- 
regard for  topog- 
r  a  p  h  y  ,  drew  two 
straight  lines  at 
right  angles,  one 
supposedly  north 
and  south,  and  the 
other  east  and  west. 
Parallel  to  these  he 
penciled  the  street 
lines  o  f  what  was 
later  to  be  the  great 
metropolis  of  the 
Pacific  Coast.  A  s 
t  h  e  city  expanded 
his  idea  was  followed 
with  few  variations 
until  recent  years. 
San  Francisco,  there- 
f  o  r  e,  like  nearly 
every  other  large 
American  city,  ex- 
panded along 
straight  lines.  While 
this  might  be  toler- 
able or  even  desir- 
able in  the  level  cit- 
ies of  the  East,  or 
even  the  level  busi- 
ness sections  of  San 
Francisco,  i  n  many 
districts  the  profile 
of  some  of  the 
streets  is  extremely 
steep.  On  many  of 
the  hills  admirably 
adapted  to  impos- 
ing residence  sites,  property  values  are  low  because 
suitable  approaching  grades  and  contour  streets  were  not 
provided.  A  few  examples  of  many  excessive  grades  fol- 
low: On  Kearny  Street  from  Vallejo  to  Broadway,  a  block 
paved  with  cobbles  has  a  gradient  of  29.8  per  cent. 
On  Fillmore  Stret,  where  a  double-track  electric  car  line 
is  operated,  for  about  two-thirds  of  the  distance  between 
Vallejo  and  Green  Streets,  which  is  also  paved  with  cobbles, 
the  grade  is  26.5  per  cent.  On  Chestnut  Street,  between  Polk 
and  Larkin  Streets,  which  has  just  been  graded,  the  gradi- 
ent for  part  of  the  block  is  55.5  per  cent.  There  are  many 
paved  streets  in  the  city  whose  gradients  exceed  20  per  cent. 


JAMES  M.   OWENS. 
Assistant  City   Engineer. 


In  San  Francisco,  hills  have  for  a  quarter  of  a  century 
proven  a  barrier  to  the  expansion  and  development  of  both 
the  business  and  residential  districts.  Due  to  the  progres- 
sive policy  recently  adopted  they  will  prove  obstacles  no 
longer,  as  tunnels  have  been  designed  to  pierce  them  ana 
open  ways  for  business  and  traffic.  One  of  these  tunnels 
has  recently  been  constructed  on  Stockton  Street  to  accom- 
modate stret  car,  ehicular  and  pedestrian  traffic. 

Over  10,000  acres  of  some  of  the  best  residential  terri- 
tory in  San  Francisco  on  easy,  sunny,  southwest  slopes  will 

be  opened  up  for  set- 
tlement on  comple- 
t  i  o  n  of  the  Twin 
Peaks  Tunnel,  2J4 
miles  long  on  a  3 
per  cent,  grade,  _and 
the  operation  o  f  a 
double-track  rapid 
transit  electric  trac- 
tion line  through  it. 
In  the  districts  that 
are  Ijeing  laid  out 
on  the  sloping 
ground  beyond  the 
Twin  Peaks,  broad 
winding  roads,  easy 
grades  and  artistic 
parking  spaces  are 
finding  favor,  and 
add  to  the  attrac- 
tiveness of  the  ad- 
joining p  r  o  p  e  rty. 
Many  fine  houses 
are  being  erected  in 
residential  parks 
which  are  several 
miles  distant  from 
the  congested  dis- 
tricts, but  will  be 
easily  accessible  by 
reason  of  the  tun- 
nel and  boulevard 
system  now  under 
construction. 

Besides  providing 
types  of  pavement 
adapted  to  hillsides 
of  varying  grades, 
another  serious 
problem  presents  it- 
self in  the  extensive 
fi  1 1  e  d-i  n  business 
sections  of  the  city 
where  property 
values  are  exceed- 
ingly high.  Subsi- 
dence of  pavements 
has,  in  the  past, 
given    much    trouble 


M.  M.  O'SHAUGHNKSSY, 
city   Engineer  of  San  Francisco. 


ADOLPH  JUDELU 
Member,    Board    of    Public    Works. 


in  these  districts.  As  it  is  impossible  to  eliminate  entirely 
settlement  of  the  ground  beneath  the  pavement,  the  efforts 
of  the  city  engineer  have  been  directed  chiefly  toward  pre- 
venting pavements  throughout  the  filled-in  districts  from 
settling  unevenly.  This  has  been  accomplished  by  exercising 
great  care  in  laying  concrete  base,  so  that  it  will  have  suf- 
ficient strength  to  resist  the  unequal  stresses  induced  by 
ground  settlement. 

The  pavements  most  commonly  used  in  San  Francisco  are 
asphalt,  bituminous  rock,  basalt  block,  vitrified  brick  and 
cobblestone.  California  is  the  largest  oil,  asphalt  and  bitu- 
minous rock  producing  state   in   the  country,  and  naturally 


September  4,  1915 


GOOD    ROADS 


137 


GRADING   PREPARATORY    TO    LAYING    CONCRETE    BASE— 
ST^OAT  BOULEVARD,    SAN   FRANCISCO. 

pavements   surfaced   with   some   one   of  these   materials  pre- 
dominate. 

Formerly  the  natural  bituminous  rock  was  reduced  in 
closed  kettles  by  steam  to  a  plastic  disintegrated  mass, 
spread  on  the  street,  and  rolled.  The  quality  of  the  re- 
sulting street  surface  could  never  be  predicted  with  safety. 
This  type  of  pavement  can  be  laid  with  the  assurance  of 
good  results  by  properly  grading  the  material  and  reducing 
it  by  the  action  of  heated  dry  air.  Sheet  asphalt,  however, 
is  gradually  replacing  bituminous  rock  because  it  can  be 
more  accurately  graded.  A  fully  equipped  testing  laboratory 
is  maintained  under  the  direction  of  the  city  engineer,  and 
C.  L.  Cook,  the  chemist  in  charge,  has  conducted  an  ex- 
haustive study  of  asphalt  street  surface  mixtures.  His  in- 
vestigations have  resulted  in  the  securing  of  an  asphalt 
surface  unaffected  by  the  local  ranges  of  temperature,  dur- 
able, and  with  little  tendency  to  creep  or  roll.  No  patented 
surface  mixtures  are  used  on  San  Francisco  streets.  For 
ordinary  traffic  a  6-in.  foundation  of  1:3:7  concrete  is  cov- 


LAYING    ASPHALT    WEARING   SURFACE    ON   THE    CON- 
CRETE   FOUNDATION — SLOAT    BOULEVARD. 

ered  with  a  2-in.  binder  course  and  a  1^-in.  wearing  sur- 
face. For  streets  subjected  to  lighter  traffic  a  2-in.  asphaltic 
wearing  surface  on  a  6-in.  concrete  base  has  proven  satis- 
factory. 

Vitrified  bricks  are  gradually  replacing  basalt  blocks  on 
the  steep  hillsides,  especially  in  residential  districts.  The 
city  specifications  provide  that  all  paving  brick  must  be 
thoroughly  annealed,  tough,  durable,  regular  in  size  and 
shape,  and  evenly  burned.  When  broken  the  brick  must 
show  a  dense,  stone-like  body,  free  from  lime,  air  pockets, 
cracks  or  marked  laminations.  The  linear  dimensions  of 
paving  brick  conform  to  one  of  three  standard  sizes,  unless 
the  city  engineer  specifies  that  a  particular  size  shall  be 
used.  The  standard  blocks  are  8J4  ins.  long  and  4  ins.  in 
depth.     The  three  standard  widths  are  ZYi,  2%  and  3}/2  ins. 

The  brick  for  any  one  contract  on  any  one  block  or  cross- 
ing must  be  all  of  the  same  kind  and  of  the  same  standard 
size,  and  the  individual  bricks  must  not  vary  more  than  ^ 
in.    in   width    or    depth    and    Yi    in.    in    length    from   the   size 


COMPLETING   SHEET  ASPHALT   PAVEMENT   ON   THE   JUNIPERO    SERRA    BOULEVARD,    SAN   FRANCISCO. 


138 


GOOD    ROADS 


September  4, 1915 


adopted  as  standard.  Brick  used  on  gradients  exceeding 
6  per  cent,  conform,  in  general,  to  the  above  specifications, 
bnt  must  be  of  the  kind  commercially  known  as  hillside 
brick,  or  must  be  made  rough  and  irregular  on  the  exposed 
surface,  either  by  suitable  molds  or  kiln  marks.  The  depth 
of  rough  surface  brick  may  vary  from  3yi  to  4J^  ins.  The 
bricks  are  laid  on  a  6-in.  concrete  base. 

Basalt  blocks  are  used  for  streets  of  the  heaviest  traffic. 
The  blocks  are  of  the  best  quality  of  basalt,  not  less  than 
3^  nor  more  than  4  ins.  wide;  not  less  than  7  nor  more 
than  9  ins.  long,  and  not  less  than  7  nor  more  than  8  ins. 
deep.  They  must  be  so  dressed  as  to  have  substantially 
rectangular  plane  surfaces,  free  from  projections  or  de- 
pressions exceeding  Vt  in.  and  such  that  when  two  blocks 
are  placed  alongside  of  each  other,  or  end  to  end,  with  no 
part  of  the  space  between  blocks  less  than  %  in.,  the  average 
width  of  the  space  between  sides  or  ends  will  not  exceed 
yi  in.  For  heavy  traffic  these  blocks  are  placed  on  a  2-in. 
sand  cushion  on  a  6-in.  concrete  base.  On  hillsides,  how- 
ever, the  blocks  are  laid  on  sand  without  additional  foun- 
dation. 

On  some  of  the  excessively  steep  hillsides  of  San  Fran- 
cisco, cobblestones  are  still  used.  This  type  of  pavement 
is  laid  between  basalt  block  gutters  on  a  base  of  clean 
sand.  The  cobbles  are  flat,  stream-bed  stones  not  less  than 
7  nor  more  than  9  ins.  long.  Their  thickness  must  be  less 
than  three-quarters  of  their  width,  and  the  stones  are  graded 
so  as  to  g^ve  the  pavement  uniformity  of  appearance.  They 
are  set  with  their  greatest  dimension  upright,  small  ends 
down,  and  their  second  largest  dimension  at  right  angles 
to  the  axis  of  the  street.  Cobblestone  street  pavement  will 
probably  eventually  be  entirely  replaced  by  vitrified  hillside 
brick. 

The  following  table  shows  the  yardage  of  each  of  the 
principal  types  of  pavement  in  San  Francisco: 

Kind  "of   Pavement.  Area,  Sq.  Yds. 

Bituminous   rock    3,900  000 

Baaalt    block    2,260,000 

Asphalt    1,550,000 

Macadam    900,000 

Cobblestone    249,600 

Vltrlfled    brick    16  300 

Creosoted    wood   block 10,000 

During  the  past  year  the  following  work  has  been  accom- 
plished in  street  paving: 

Kind                                                        Area,  sq.  yds.  Cost 

Asphalt     431,176.50  $839,609.67 

Bitumen    38,295.80  88,816.97 

Baaalt  block  on  concrete  strip 15,478.60  58,227.38 

Broken    rock    36,953.10  27,607.93 

Baaalt  block  on  sand 17,872.10  69,632.49 

Basalt  block  on  concrete 8,257.50  31,481.59 

Basalt   header   block 370.60  286.14 

Vitrifled  brick    7,896.20  28,263.98 

Cobbles    2,812.80  6,476.79 

Basalt  base    991.80  227.36 

Total 660,104.00  Jl, 140,630.30 

Under  the  direction  of  t  he  city  engineer  a  municipal 
asphalt  plant  was  recently  constructed  and  is  now  being 
operated  to  supply  surface  material  for  street  maintenance. 
One  of  the  greatest  advantages  of  the  city  operated  plant  is 
that  the  ingredients  of  street  surface  mixtures  can  thus  be 
more  accurately  controlled.  On  the  correct  composition  of 
such  mixtures  depends  their  wearing  qualities,  and  millions 
of  dollars  have  been  wasted  by  paving  the  city  streets  with 
untested  wearing  surfaces  of  unproved  stability. 

Recently  the  plant  has  manufactured  3,000  cu.  ft.  of  sur- 
face mixture  per  day.  In  order  that  its  output  may  not  be 
interfered  with  by  delays  in  receipt  of  shipments  of  ma- 
terial, storage  has  been  provided  for  36  carloads  of  either 
sand  or  rock,  4  cars  of  lime  dust,  4  cars  of  asphalt  and  1 
car  of  fuel  oil.  Provision  has  been  made  for  unloading 
material  directly  from  car  to  plant  without  additional  labor 
or  teaming.  Sand  and  rock  can  be  elevated  to  the  bunkers 
at  the  rate  of  two  cars  per  hour.  Asphalt  is  heated  in  thq 
car  to  a  temperature  of  225°  F.  by  means  of  a  portable 
■team  coiL     By  heating  to  this  temperature  with  no  labor 


or  attention  a  carload  of  asphalt  can  be  transferred  to  the 
tank  in  less   than   three  hours. 

All  solid  ingredients  are  raised  to  the  mixer  on  belt  con- 
veyors. Each  batch  is  mixed  dry  for  a  period  of  one  min- 
ute, after  which  the  liquid  asphalt  is  added  and  mixing  con- 
tinued for  at  least  a  minute  longer.  The  finished  product 
is  then  released  through  a  steam  operated  sliding  gate  to 
a  chute  that  empties  into  wagons  below.  The  ordinary  size 
of  the  batch  mixed  is  12  cu.  ft. 

Since  1913  three  Lutz  surfacing  machines  have  been  used 
with  satisfactory  results.  The  cost  of  resurfacing  with  these, 
including  repairs  and  royalties,  amounts  to  5  1/3  cts.  per  sq, 
yd.  The  average  force  required  for  each  machine  comprises 
1  foreman  at  IS  per  day,  1  engineer  at  $6  per  day,  and  14 
laborers  at  $3  per  day.  An  average  of  1,150  sq.  yds.  of  pave- 
ment is  resurfaced  daily.  The  leased  price  of  each  machine 
is  $1,800,  with  the  understanding  that  a  minimum  amount 
of  repair  work  of  10,000  sq.  yds.  per  year  must  be  performed. 
This  amounts  to  $500  yearly.  The  speed  with  which  a  street 
paved  with  asphalt  can  be  resurfaced  is  of  great  importance 
in  the  business  section  of  the  city. 

A  special  bureau  of  the  Board  of  Public  Works  has  charge 
of  street  repair.  D.  J.  McCoy  is  Superintendent  and  Pres- 
ton King  is  Chief  Assistant. 


JUNIPERO  SERRA  BOULEVARD,  SAN  FRANCISCO  CAL — 

VIEW  SHOWING  SHEET  ASPHALT  PAVEMENT, 

CONCRETE  CURBS  AND  PARKING  SPACES. 

The  importance  of  good  roads  and  boulevards  for  the 
development  of  suburban  districts  cannot  be  over-estimated. 
Only  within  the  last  few  years  has  proper  attention  been 
paid  to  this  important  subject  by  San  Francisco.  Before 
1912  the  roads  leading  into  the  city  from  the  south  were 
inadequate,  rough  and  unsightly.  San  Francisco  is  at  the 
northerly  end  of  a  peninsula  six  miles  wide.  Realizing  the 
vital  importance  of  an  adequate  boulevard  system  the  pres- 
ent city  officials  are  providing  three  suitable  approaches 
to  the  city  from  the  south. 

The  most  popular  of  these  thoroughfares  is  the  Junipero 
Serra  Boulevard.  Formerly  this  was  a  macadam  roadway, 
25  ft.  wide,  with  an  exceedingly  high  crown,  sides  danger- 
ously depressed,  and  the  whole  more  or  less  disintegrated. 
In  reconstructing  this  main  boulevard,  which  extends  from 
Ingleside  to  the  county  line,  a  distance  of  1.6  miles,  the  steep 
grades  and  sharp  verticals  were  eliminated.  A  25-ft.  road- 
way in  the  center  was  paved  with  a  6-in.  concrete  base, 
topped  by  a  Ij^-in.  binder  course  and  a  1-in.  asphalt  wear- 
ing surface.  Concrete  sides,  6  ins.  thick,  confine  the  binder 
course  and  asphalt  surface.  Macadam  shoulders,  5  ft.  wide, 
at  the  sides  of  the  asphalt  roadway  are  flanked  by  con- 
crete gutters,  5  ft.  wide  and  22  ins.  deep. 

At  the  north  the  Junipero  Serra  Boulevard  connects  with 


September  4,  1915 


GOOD    ROADS 


139 


the  eastern  terminus  of  the  Sloat  Boulevard.  The  latter 
thoroughfare  has  just  been  constructed  and  is  an  excellent 
example  of  the  modern  suburban  road.  When  completed 
according  to  the  original  plans  this  boulevard  will  be  135 
ft.  in  width.  A  central  strip,  35  ft.  wide,  will  be  reserved 
for  the  tracks  of  the  United  Railways,  which  will  be  suitably 
parked.  On  either  side  of  the  tracks  will  be  a  3S-ft.  road- 
way of  the  same  type  of  construction  as  the  Junipero  Serra 
Boulevard.  The  sides  of  the  roadway  will  be  protected 
by  cor.crete  curbs,  inside  of  which  will  be  grass  plots  5  ft. 
wide.  Space  beneath  the  grass  plots  is  reserved  for  sewers 
and  gas  and  water  pipes.  Artificial  stone  sidewalks  will 
adjoin  the  property  lines.  For  the  present,  only  the  south- 
erly half  of  this  roadway  will  be  completed,  the  remamdei 
being  left  until  traffic  materially  increases. 

Another  main  artery  of  traffic  down  the  peninsula  is 
the  Mission  Road,  which  joins  the  Foothill  Boulevard  near 
the  San  Mateo  County  line.  The  construction  is  similar  to 
the  Junipero  Serra  thoroughfare,  but  not  as  massive  and 
permanent. 

Along  the  Bay  Shore  the  city  engineer  has  undertaken 
the  construction  of  the  scenic  roadway  that  will  form  the 
third  approach  from  the  south,  thus  amply  providing  fon 
the  thousands  of  automobile  tourists  who  daily  enter  and 
leave  San  Francisco. 

All  of  the  roadways  above  mentioned  have  some  suitable^ 
connection  to  the  state  highway  system.  California  has  ex- 
pended nearly  $18,000,000  in  road  work  within  the  last  five 
years,  and  $15,000,000  additional  will  be  made  available.  The 
benefit  to  the  state  and  to  San  Francisco,  its  principal  city, 
from  this  construction  will  be  more  than  commensurate  with 
the  expenditure.  California  is  the  third  state  in  the  Union 
in  the  number  of  its  automobiles.  Most  of  these  are  pas- 
senger cars.  This  adequate  boulevard  system,  with  San 
Francisco  as  its  focus,  will  not  only  greatly  benefit  the; 
smaller  communities  along  the  various  routes  by  bringing 
them  into  closer  touch  with  the  city,  but  will  also  provide 
to  residents  of  tlie  cities  an  opportunity  to  see  the  natural 
advantages  of  the  state  and  to  impress  upon  visitors  the 
wealth  of  its  resources. 

In  providing  a  comprehensive  boulevard  system  no  par- 
ticular section  of  the  city  has  been  shown  undue  favoritism. 
Besides  the  three  thoroughfares  leading  southward  from 
San  Francisco  another  unit  will  be  added  by  changing  Nine- 
teenth avenue  from  a  macadam  to  an  asphalt  paved  thor- 
oughfare, 2%  miles  in  length.  This  will  form  a  link  between 
Golden  Gate  Park  and  Sloat  Boulevard. 

Two  roadways  will  lead  from  the  residential  districts  north 
and  east  of  Twin  Peaks  to  the  Junipero  Serra  Boulevard. 
Market  street  will  be  extended  along  the  east  side  ol  the 
ridge  to  connect  with  Portola  Drive,  which  winds  through 
some  of  the  finest  residential  parks  in  San  Francisco.  Along 
its  line  are  Mount  Davidson,  St.  Francis  Wood,  and  Clare- 
mont  Court.  Its  elevation  varies  from  260  to  586  ft.  above 
city  base,  and  along  its  course  an  excellent  view  of  bay 
and  city  may  be  obtained.  Higher  up  on  the  range  a  sec- 
ond boulevard  will  be  built,  from  which  all  of  the  surround- 
ing cities,  Golden  Gate  and  Pacific  Ocean  can  be  seen  and 
admired. 

With  a  spirit  of  prodigality  which  is  the  heritage  of  the 
golden  days  of  '49,  San  Francisco  has  until  recently  neg- 
lected to  notice  some  of  its  most  valuable  possessions.  A 
panorama  that  equals  in  beauty  the  Bay  of  Naples  or  the 
Gulf  of  Constantinople  may  be  enjoyed  from  the  boulevard 
now  in  course  of  construction  between  Lincoln  Park  and 
the  Presidio.  Through  the  eflforts  of  the  city  engineer  and 
ths  cooperation  of  the  United  States  government,  the  city 
government,  the  Panama-Pacific  Exposition  Co.  and  private 
property  owners,  a  route  following  the  summit  of  the  cliflfs 
along  the  harbor  entrance  was  selected  and  is  now  being 
improved    by    an    excellent    boulevard.      This    will    connect 


the  Exposition  Grounds  with  the  Ocean  Beach,  passing 
through  the  Presidio  Reservation  near  Fort  Winfield  Scott, 
along  Baker's  Beach  near  West  Clay  street,  to  Lincoln  Park, 
and  through  Lincoln  Park  by  way  of  Fort  Mil-.y  to  the  CliflE 
House,  where  it  will  connect  with  the  imposing  esplanade 
now  being  designed  by  the  city  engineer. 

San  Francisco  was  the  last  large  city  in  the  United  States 
to  realize  the  importance  of  the  good  roads  movement.  Not 
until  late  in  1912  was  a  definite  policy  of  betterment  adopted, 
but  in  the  short  time  that  has  elapsed  since,  much  has  been 
accomplished.  The  improvements  now  in  progress  will  in 
the  immediate  future  show  that  whatever  the  city  of  the 
west  undertakes,  whether  it  be  a  world's  exposition  or  a 
street  and  boulevard  system,  is  accomplished  with  typical 
Western  energy,  with  no  criterion  recognized  but  success. 

M.  M.  O'Shaughnessy  is  the  present  City  Engineer,  under 
whose  direction  the  extensive  developments  described  have 
been  undertaken.  L.  E.  Hunt  is  Chief  Assistant  City  En- 
gineer and  James  M.  Owens  is  Assistant  City  Engineer  in 
charge  of  pavement  design. 


A   Concrete   Viaduct   of   a    Somewhat    Unusual   Character   has 

recently  been  built  at  Canon  City,  Colo.  The  viaduct,  which 
has  a  total  length  of  742  £t.,  carries  a  highway  over  four  rail- 
way tracks,  an  old  river  bed,  a  canal,  a  road  and  an  abandoned 
irrigation  ditch,  and  connects  at  one  end  with  a  bridge  over 
the  Arkansas  River.  The  grade  of  the  bridge  rises  from  both 
ends  toward  the  center.  The  structure  consists  principally  of 
concrete  girder  and  slab  spans  varying  from  27  to  44  ft.  in 
length.  In  addition,  there  are  two  spans  crossing  railroad 
tracks,  one  of  60  ft.  and  the  other  of  65  ft.  These  are  steel 
plate  girders,  covered  with  concrete  on  the  outside  only  in 
order  to  conform  to  the  rest  of  the  structure  in  appearance. 
The  viaduct  carries  a  roadway  about  24  ft.  wide  and  one  side- 
walk about  5  ft.  wide,  and  was  built  at  a  cost  of  about  $1.40 
per  sq.   ft.   of  roadway  and   walk. 


The  Oiled  Karth  Koad  Has  Proven  Generally  Satisfactory 
In  Kansas,  according  to  W.  S.  Gearhart,  State  Engineer  of  that 
state.  In  the  construction  of  these  roads,  the  earth  from  a 
strip  in  the  center  of  the  roadway,  from  16  to  18  ft.  wide  is 
thrown  to  one  side  and  the  subgrade  carefully  crowned  and 
rolled.  Oil  at  a  temperature  of  250°  F.  is  then  applied  at  the 
rate  of  from  IV*  to  1%  gals,  per  sq.  yd.,  and  enough  earth  to 
absorb  the  oil  (usually  a  layer  about  4  ins.  deep)  is  graded 
back  on  to  the  road.  The  roadway  is  then  thoroughly  sprinkled 
and  the  earth,  oil  and  water  mixed  by  means  of  a  disk  harrow 
and  a  drag.  The  roadway  is  then  compacted  by  a  tamping 
roller,  after  which  a  second  application  of  hot  oil  is  made  at 
the  rate  of  about  1%  gals,  per  sq.  yd.  Another  layer  of  about 
4  ins.  of  fine  earth  is  graded  on  to  the  road  and  the  mixing 
and  tamping  repeated.  On  completion  the  wearing  surface  is 
from   5   to   6   ins.   thick. 


Unusually  Complete  Mechanical  Equipment  has  recently 
been  used  on  a  road  Job  in  Indiana.  The  work  comprised  the 
construction  of  about  11%  miles  of  concrete  road  between 
South  Bend  and  New  Carlisle.  The  sand  and  gravel  were  ex- 
cavated by  a  steam  shovel,  which  dumped  the  material  into 
bottom  dump  cars  which  were  hauled  by  a  small  locomotive 
to  a  trestle  over  a  hopper.  From  the  hopper  the  material  was 
carried  to  a  revolving  screen,  where  the  sand  and  gravel  were 
separated  from  the  large  stones  which  were  run  through  a 
gyratory  crusher  and  again  screened.  The  gravel  was  trans- 
ferred from  the  bin  at  the  screen  to  a  washing  plant  by  a  belt 
conveyor,  where  it  was  separated  into  sand  and  two  grades 
of  gravel  and  deposited  In  bins.  From  these  the  material  was 
loaded  into  cars  on  the  Chicago,  Lake  Shore  &  South  Bend 
Railway,  which  parallels  the  road  under  construction.  The 
contractor's  storage  was  situated  at  a  siding  about  three  miles 
from  New  .flarlisle.  The  railroad  at  this  point  being  on  a  fill, 
the  cars  were  dumped  into  a  hopper  under  the  track  from 
which  the  material  was  carried  by  a  bucket  conveyor  to  the 
bins.  From  the  bins  the  material  was  discharged  through 
chutes  to  industrial  cars  in  which  it  was  carried  to  the  work. 
The  industrial  railway  also  carried  the  cement  from  the  con- 
tractor's storage  yard  to  the  work.  The  concrete  was  mixed 
in  a  special  mixer  with  a  skip  so  arranged  that  the  cars 
dumped  directly  into  it.  In  addition  to  handling  the  material 
entirely  by  mechanical  means,  a  considerable  portion  of  the 
grading  was  done  by  a  steam  shovel. 


140 


GOOD    ROADS 


September  4,  1915 


Relaying  Street  Railway  Tracks  in  an  Old  Granite  Block  Pave- 
ment in  Worcester,  Massachusetts 


There  is  nearing  completion  in  Worcester,  Mass.,  the  re- 
newal of  the  street  railway  tracks  in  Main  St.,  in  which  there 
is  a  granite  block  pavement  laid  fourteen  years  ago.  In  the 
accompanying  illustrations  are  shown  the  street  before  the 


MAIN     STREirr,      W  ■  lA.sy.      GUAXITE      BLOCK 

PAVEMENT,  14    yEAKS  01>U— BEFORE  TRACK  RELAYING. 

work  of  track  renewal  was  commenced  and  several  views 
showing  the  work  in  progress.  The  most  noteworthy  feat- 
ure of  the  work,  from  the  road  builder's  point  of  view,  is 
the  excellent  condition  of  the  old  pavement. 

The  grouted  granite  block  pavement  on  Main  St.  was  laid 
14  years  ago,  and,  it  is  claimed,  was  the  first  of  the  kind  to 
be  laid  on  a  business  street  in  any  city  in  the  country.  The 
original  cost  was  about  $3.50  per  sq.  yd.,  and  it  is  stated  that 


OLD  PAVEMENT  PARTIALLY  TORN  UP— SHOWING   CONDI- 
TION OF  ULOCK.S  AND  GROUTING   IN  JOINTS. 

there  has  been  no  expenditure  for  maintenance  except  the 
cost  of  replacing  the  pavement  where  openings  have  been 
made. 

The  present  work  of  relaying  the  car  tracks  necessitates 
the  removal  of  the  pavement  within  the  railway  area  and 
also  for  a  short  distance  outside,  to  permit  toothing  the  old 
pavement  for  connecting  with  the  new  granite  blocks.  After 
chiseling  the  joints  in  the  old  blocks,  the  sand  cushion  is 
removed  from  under  the  pavement  and  the  overhanging 
blocks  broken  off  by  sledges.    One  of  the  accompanying  il- 


lustrations shows  the  condition  of  the  old  pavement.  The 
old  blocks  are  in  such  condition  that  the  majority  of  them 
could  be  used  for  repaving,  and  the  14-year  old  cement  grout 
is  in  excellent  condition. 


NEW    PAVEMENT    IN    RAILWAY   AREA— SHOWING   TOOTH- 
ING  AT  JOINING  OF   OLD  AND  NEW   PAVEMENT. 

The  repaying  is  being  done  with  new  blocks,  laid  on  a  1-in. 
sand  cushion  resting  on  the  concrete  which  surrounds  the 
ties  and  the  base  of  the  new  9-in.,  12S-lb.  girder  rails.  The 
blocks  are  laid  with  joints  about  54-'n-  wide  and  are  grouted 
with  a  1:2  mixture  of  cement  and  sand,  this  grout  being 
brought  to  the  top  of  the  block.  The  grouting  is  then  fin- 
ished with  a  ly^-.V/t  mixture  and  a  dressing  of  pea  stone 
broomed    in. 


NEW    PAVEMENT     IX     UAILWAV     A  it  lOA— SIIOWJ.VC,     VI^A/T 
STRIP  OUTSIDE  OF  BLOCKS  ALONG  OUTER  RAIL. 

I-'or  a  short  distance  south  from  Lincoln  Square  a  felt 
strip  has  been  used  to  separate  the  pavement  in  the  railroad 
area  from  that  in  the  remainder  of  the  street,  the  principal 
object  being  to  reduce  the  noise  made  by  the  cars.  This 
strip,  which  is  6  ins.  wide  and  ^-in.  in  thickness,  has  been 
placed  vertically  between  a  row  of  blocks  laid  lengthwise 
along  the  outer  rail  of  each  track  and  the  adjoining  blocks 
in  the  portion  of  the  new  pavement,  which  is  toothed  into 
the  old.  This  strip  is  shown  in  one  of  the  accompanying  il- 
lustrations. 


September  4,  1915 


GOOD    ROADS 


i4l 


Road  Improvement  in  Multnomah  County,  Oregon 


Multnomah  County,  which  derives  its  name  from  Multno- 
mah, the  chief  of  the  tribe  of  Indians  which  formerly  popu- 
lated that  part  of  the  country,  is  situated  in  the  northwestern 
part  of  Oregon  and  is  the  smallest  county  in  the  state.  Its 
northern  boundary,  except  for  a  few  miles  at  the  eastern 
end,  where  it  adjoins  Columbia  County,  is  the  Columbia 
River,  which  separates  it  from  the  state  of  Washington; 
on   the   east   it   adjoins   Hood    River   County;    on   the   south, 


transportation  of  the  products  of  the  Columbia  River  Basin, 
which  has  an  area  of  over  240,000  sq.  miles.  Portland,  which 
is  situated  in  the  western  part  of  the  county,  near  the 
junction  of  the  Columbia  and  the  Willamette — a  navigable 
stream  draining  the  fertile  Willamette  Valley,  is  a  natural 
shipping  point  for  the  products  of  both  the  Willamette 
Valley  and  the  Columbia  River  Basin. 

Much   work  has  been   done  and  large   sums  spent  by  the 


VIEW    ON    A    .SECTION    OF    THE    POWELL.   "VALLEY    ROAD, 
MULTNOMAH  COUNTY,  ORE. — WARRENITE  PAVEMENT. 


VIEW   ON    A    SECTION   OF    THE    BASE    LINE    ROAD,    MULT- 
NOMAH COUNTY,  ORE. — WARRENITE  PAVEMENT. 


Clackamas   County,   and   on   the   west,    Washington    County. 
Portland,  the  largest  city  of  the  state,  is  its  county  seat. 

For  the  past  fifty  years,  Multnomah  County  has  been 
recognized  as  .occupying  what  is  destined  to  be  a  center  of 
great  commercial  and  agricultural  activity,  and  the  county 
has  taken  an  important  part  in  the  development  of  the 
Northwest.  The  Columbia  River,  which  rises  in  the  Sel- 
kirk Mountains  in  British  Columbia,  winds  through  Wash- 
ington and  Oregon  and  provides  a  natural  waterway  for  the 


government  in  the  improvement  of  the  Columbia.  About 
twenty-five  years  ago,  upwards  of  $5,000,000  was  spent  at 
what  is  now  Cascade  Locks,  about  40  miles  above  Portland, 
and  during  the  past  decade  the  government  has  continued 
the  work,  within  a  year  completing  the  Celilo  Locks,  which 
are  10  miles  in  length  and  cost  over  $8,000,000.  The  Colum- 
bia, being  the  only  waterway  cutting  through  the  Cascade 
Mountains,  provides  a  water  grade  for  railways  and  a  line 
on   either   bank   follows   the   river   through   the    range. 


VIEW    FROM   CROWN  POINT  ON   THE   COLUMBIA   HIGHWAY   IN   MULTNOMAH   COUNTY,  OREGON— PORTIONS   OF  THIS 
ROAD    ARE    INCLUDED    IN    THE    SURFACING    CONTRACTS    RECENTLY  AWARDED. 


142 


GOOD    ROADS 


September  4,  1915 


BCARIFYIXa    OLD    MACADAM    PREPARATORY    TO 
NEW  SURFACING — BASE   IJNE   ROAD. 

In  the  work  of  developing  water  and  rail  transportation 
from  the  Columbia  Basin  to  the  Coast,  the  people  of  Wash- 
ington and  Oregon  have  been  very  active,  and  Multnomah 
County  has  taken  a  leading  part  in  the  work.  During  the 
past  two  years  the  county  has  also  made  great  progress  in 
the  improvement  of  its  facilities  for  primary  transportation. 
In  this  work  of  highway  improvement,  S.  Benson,  John  B. 
Veon  and  Samuel  Hill  have  played  leading  parts,  their  ad- 
vocacy of  better  highways  having  done  much  to  bring  about 
the  improvement  of  the  highways  of  Multnomah  County. 
These  men  have  had  the  hearty  support  of  the  most  promi- 
nent and  substantial  business  men  in  Multnomah  County 
and  also  the  Portland  Chamber  of  Commerce. 

Some  time  ago  a  bond  issue  of  $1,250,000,  to  provide 
finds  for  improving  the  main  arteries  of  transportation 
in  Multnomah  County,  including  the  famous  Columbia  River 


Highway,  was  proposed  by  Messrs.  Benson  and  Yeon.  The 
Columbia  River  Highway,  which  traverses  Multnomah 
County  in  an  easterly  and  westerly  direction,  connects  Port- 
land with  the  "Eastern  Empire,"  and  aside  from  its  com- 
mercial value  is  one  of  the  most  wonderful  of  scenic  high- 
ways. It  follows  the  Columbia  River  and  provides  an  easy 
grade  for  motor  traffic.  An  energetic  campaign  was  con- 
ducted in  favor  of  the  bond  issue,  and  the  issue  finally 
carried  by  a  3  to  1  vote. 


ROLLING    FOUNDATION     FOR    WARRENITE    SURFACING— 
POWELL   VALLEY    ROAD— MULTNOMAH    COUNTY,    ORE. 


CRUMHINU    PLANT     OPERATED     BY     THE     WARREN    CON- 
STRUCTION  CO.    AT   I^TOURELLE,    MULTNOMAH 
COUNTT,  ORB. 


SHEPPERDS  DELL  BRIDGE  ON  THE  COLUMBIA  HIGHWAY 
IN  MULTNOMAH  COUNTY,  ORE. 

Specifications  were  drawn  up  for  various  types  of  pave- 
ments, and  early  in  June  bids  were  received  on  each  road. 
Prior  to  the  receipt  of  bids.  President  C.  C.  Colt  of  the 
Portland  Chamber  of  Commerce  appointed  a  special  com- 
mittee of  that  body  to  investigate  various  types  of  paving 
and  their  availability  for  the  proposed  work  and  to  advise 
with  the  county  commissioners  and  Road  Master  Yeon  as 
to  the  surfacing  material  to  be  used.  This  committee,  con- 
sisting of  Frederick  W.  Mulkey,  Rodney  L.  Glisan  and  Frank 
McCrillis,  submitted  a  lengthy  report  in  which  Warrenite 
pavement  was  recommended  for  a  majority  of  the  roads, 
with  brick  for  the  steeper  grades  and  wood  block,  brick  and 
concrete  on  a  number  of  shorter  sections.  The  report  of 
Road  Master  Yeon  also  recommended  Warrenite  for  the 
majority  of  the  roads. 

Bids  were  received  early  in  June  and  contracts  awarded, 
as  was  noted  in  "Good  Roads"  for  June  26.  Work  is  now  un- 
der way  on  all  of  the  roads,  which  have  a  total  length  of 
about  74  miles.  Of  the  total,  Warrenite  is  being  used  on 
about  SS   miles  and   concrete   on   about    10   miles;   brick   is 


September  4,  1915 


GOOD    ROADS 


143 


being  used  on  sections  where  the  grades  exceed  10  per  cent., 
and  wood  block  is  being  used  on  two  short  stretches  of 
500  ft.  each. 

The  roads  to  be  surfaced  with  Warrenite  included  two 
sections  of  Sandy  Road,  awarded  to  the  Warren  Construc- 
tion Co.,  of  Portland,  Ore.,  at  $198,690.90  and  $16,159.17,  re- 
spectively; four  sections  of  the  Columbia  River  Highway, 
three  of  which  were  awarded  to  the  Warren  Construction  Co. 
at   $121,077.52,   $29,806.61    and   $137,219.50,    and   the   other   to 


LAYING  WARRENITE   SURFACE  ON  THE  COLUMBIA  HIGH- 
WAY   AT    CORBETT,    MULTNOMAH    COUNTY,    ORB. 


THE      COLUMBIA      HIGHWAY     AT      CROWN     POINT,     MULT- 
NOMAH   COUNTY — ROAD    AT    LEFT. 

the  Pacific  Bridge  Co.,  of  Portland,  Ore.,  at  $155,332.78;  one 
section  of  the  Canyon  Road,  awarded  to  the  Warren  Con- 
struction Co.  at  $16,903.60;  two  sections  of  the  Base  Line 
Road,  awarded  to  the  Clark-Henry  Construction  Co.,  of 
Sacramento,  Cal.,  at  $132,493.20  and  $15,886.20;  a  section  of 
the  Powell  Valley  Road,  awarded  to  Oskar  Huber,  of  Port- 
land, Ore.,  at  $121,603.90,  and  several  sections  of  St.  Helen's 
Road,  awarded  to  Oskar  Huber  at  a  total  of  $57,687.70.  The 
contracts  for  concrete  pavement  were  for  portions  of  Foster 
Road  and  the  Capitol  Highway,  and  were  awarded  to 
Giebisch  &  Joplin  at  $70,976.95  and  $89,988.74,  respectively. 
The  brick  contracts,  amounting  to  $22,352,  were  awarded 
to  the  Boyajohn-Arnold  Co.  and  Hans  Pederson. 

Of  the  Warrenite  pavement,  20  miles  will  be  new  road, 
while  the  balance  will  consist  of  resurfacing  the  worn-out 
macadam.  On  the  new  work,  a  4-in.  crushed  stone  founda- 
tion, with  a  2-in.  Warrenite  top  will  be  used.  The  roads 
will  be  18  ft.  wide,  with  a  3-ft.  shoulder  on  each  side.  The 
new  roads  will  cost  about  $15,000  per  mile,  and  the  resurf^f- 
jng  work  about  $13,000  per  mile, 


ROLLING     WARRENITE     SURFACING    ON    THE     COLUMBIA 
HIGHWAY  AT  CORBETT,  MULTNOMAH  COUNTY,  ORE. 

The  concrete  roads  are  being  constructed  under  specifi- 
cations patterned  after  those  used  in  Wayne  County,  Michi- 
gan. The  pavements  will  be  7  ins.  in  thickness,  of  a  l:lj4:3 
mixture,  and  will  be  provided  with  armored  expansion  joints 
at  frequent  intervals.  The  roads  will  be  18  ft.  wide,  with  a 
3-ft.  crushed  rock  shoulder  on  each  side,  and  will  be  pro- 
tected from  trafific  for  about  three  weeks  after  completion. 
The  average  price  will  be  about  $13,000  per  mile. 

The  brick  blocks  being  used  are  made  by  the  Denny-Ren- 
ton  Clay  &  Coal  Co.,  of  Seattle,  Wash.,  and  are  special 
brick  provided  with  a  groove  to  insure  better  foothold. 
The  brick  will  be  laid  on  a  1-in.  sand  cushion  resting  on 
a  6-in.  concrete  foundation  and  will  be  grouted  with  a  1:1 
cement  grout.  The  cost  of  the  brick  section  will  be  about 
$25,000  per  mile,  the  high  price  being  due  partly  to  the 
cost  of  the  brick— about  $20  per  thousand  at  the  kiln. 


AERJAL  CONVEYoii     i.-uK     XKA.XriPUiMi.Nii     .STuNE     FROJJ 

CRUSHER    TO    PLANT    OF    THE    WARP.E^f 

CONSTRUCTION    CO. 


144 


GOOD    ROADS 


September  4,  1915 


The  wood  block  sections  will  be  laid  with  3-in.  creosoted 
blocks  on  concrete  bases.  The  cost  will  be  about  $25,000 
per  mile. 

It  is  stated  that  the  example  set  by  Multnomah  County 


will  probably  be  followed  by  other  counties  in  the  state. 
A  campaign  has  also  been  launched  for  a  $10,000,000  bond 
issue  for  state  roads,  and  the  project,  it  is  reported,  is  being 
received  favorably  in  all   sections. 


Road  and  Street  Work  in  the  City  of  Panama 


By  HENRY  WELLES  DURHAM* 


Early  in  the  history  of  the  city  of  Panama,  which  was 
foonded  on  the  Pacific  coast  in  1517,  a  road  was  laid  out  by 
royal  decree  of  the  Spanish  government  connecting  it  with 
the  settlement  of  Nombre  de  Dios  on  the  Caribbean  shore. 
It  was  cut  through  a  forest  over  the  low  range  of  hills 
separating  the  two  oceans.  The  larger  streams  were  bridged 
and  the  small  ones  forded,  and  the  entire  route  paved  with 
cobblestones,  wide  enough,  according  to  some  accounts,  to 
permit  two  carts  to  pass.  Portions  of  this  pavement  can 
still  be  found  across  the  isthmus,  though  it  was  long  ago 
abandoned  and  the  jungle  has  covered  it.  Later  another 
paved  trail  was  constructed  from  Cruces,  to  Panama,  a  dis- 
Unce  of  about  twelve  miles.  This  is  still  in  use  by  the 
nativev  and  portions  of  it  have  been  recently  improved  by 
our  government. 

The  old  city  of  Panama — which,  until  its  destruction  by 
British  pirates  in  1671.  was  the  most  important  and  richest 
American  city — can  still  be  traced  by  its  ruins  on  the  shore 
of  Panama  Bay  at  a  distance  of  five  miles  from  the  present 
city.  It  was  constructed  on  the  rectangular  plan,  and,  like 
all  the  older  American  towns,  had  streets  paved  with  small 
cobbles  very  similar  to  those  used  on  the  trans-isthmian 
road.  The  good  quality  of  such  paving  work  is  evidenced 
by  the  fact  that  some  of  it  has  endured  240  years  after  all 
maintenance  or  use  of  it  has  ceased. 

The  city,  as  rebuilt  in  1673,  occupies  a  site  on  a  peninsula 
fire  miles  to  the  westward.  It  was  laid  out  on  what  was 
then  a  massive  scale  and  was  surrounded  by  a  masonry 
walL  The  streets  were  laid  out  on  a  generally  rectangular 
system,  but  were  usually  narrow,  the  width  varying  from 
20  to  60  ft.  The  blocks  were  solidly  built  up,  after  the 
usual  Spanish  system,  having  masonry  buildings  two  or 
three  stories  in  height  with  interior  courts.  The  sidewalks 
were  narrow — usually  not  over  3  ft.  in  width — and  were 
adjacent  to  the  buildings  and  overhung  by  balconies.  Be- 
tween the  curbs,  the  streets  were,  as  usual,  paved  with  small 


*Con«uItlnK  Engineer,  New  York.  N.  Y..  formerly  Resident 
Enclneer  In  Charire  of  Municipal  Improvements  at  Panama. 
Isthmian    Canal    Commission. 


cobbles  obtained  from  neighboring  streams.  As  in  all  Span- 
ish-American cities,  the  sidewalk  widths  and  heights  were 
largely  a  matter  of  individual  choice,  so  that  travel  was 
difficult.  The  stone  pavements,  while  rough,  were  laid  to  a 
generally  even  surface  and  served  fairly  well  for  more  than 
200  years  to  carry  all  the  traffic  that  came  on  them,  which 
largely  consisted  of  two-wheeled   carts  and  light   carriages. 

The  necessity  for  modern  highway  construction  in  Panama 
arose  as  an  incident  in  the  course  of  other  work  and  was 
not  part  of  the  original  plan.  The  act  of  Congress  authoriz- 
ing an  isthmian  canal  empowered  the  President  to  make 
necessary  arrangements  for  the  acquiring  of  the  territory 
for  the  canal  construction  and  "to  make  such  police  and 
sanitary  rules  as  shall  be  necessary  to  preserve  order  and 
the  public  health  thereon."  The  treaty  between  the  United 
States  and  the  Republic  of  Panama  granted  to  the  former 
the  right  to  carry  on  "any  works  of  sanitation,  such  as  the 
collection  and  disposition  of  sewage  and  the  distribution  of 
water  in  the  cities  of  Panama  and  Colon,  which  may  be 
necessary  for  the  construction,  maintenance,  operation,  sani- 
tation and  protection  of  the  Canal." 

The  conditions  prevailing  on  the  isthmus  at  the  time  the 
Canal  Zone  was  acquired  by  the  United  States  in  1904,  and 
for  many  years  previous,  left  no  doubt  as  to  the  necessity 
for  a  proper  water  supply  and  sewerage  system,  and  for  an 
efficient  health  department  in  charge  of  quarantine,  sanita- 
tion and  hospitals.  It  soon  developed  that  to  aid  in  proper 
drainage,  road  construction  was  absolutely  necessary. 

The  city  of  Panama  was  the  only  settlement  having  any 
paved  streets.  The  old  cobblestone  surface,  while  adequate 
under  former  conditions,  and  on  a  subfoundation  of  hard 
clay,  proved  to  be  impossible  of  restoration  over  back- 
filled trenches,  and,  with  the  additional  traffic  produced  in 
the  city  and  adjoining  towns  after  the  commencement  of  the 
canal  construction,  was  entirely  inadequate.  With  the  ex- 
ception of  a  few  poorly  constructed  macadam  roads,  all 
other  public  ways  were  simply  dirt  tracks,  dusty  in  the  dry 
season  and  almost  impassable  with  mud  in  wet  weather. 
The  work  of  municipal  engineering  was,  therefore,  soon  after 


CKNTIiAI.  AVE.NUE,   TilE   MAIN   STREET  OF   THE   CITY   OF 
PANAMA— COMPLETED   BRICK   PAVEMENT. 


tO.VCUETE    PAVED    STREET    IN   PANAMA    CITY— SHOWING 
COMMENCEMENT   OF   SIDEWALK   RECONSTRUCTION, 


September  4,  1915 


GOOD    ROADS 


145 


HAND  MIXING  GANGS  PREPARING  CONCRETE  EOU  CURBS 
AND    FOUNDATION — CITY   OF   PANAMA. 

the  construction  of  water  works  and  sewers  had  been  in- 
augurated, extended  to  embrace  the  necessary  surfacing  of 
streets  and  roads.  When  all  trenches  had  been  properly 
backfilled  and  given  time  for  settlement,  the  work  of  paving 
was  commenced. 

The  choice  of  material  for  the  country  roads  was  easily 
made.  There  was  no  rapid  automobile  traffic  at  that  time, 
and  a  good  quality  of  macadam  construction  was  decided 
upon.  In  the  narrow  streets  of  the  city  of  Panama,  how- 
ever, this  would  not  have  been  adequate.  Vitrified  brick 
was  selected  as  most  suitable  for  the  climate  and  local  con- 
ditions. For  the  principal  street  of  the  city — which  has  a 
length  of  about  one  mile  between  the  railroad  station  and 
the  central  plaza  and  a  width  varying  from  about  40  to  80 
ft.  and  which  carried  the  heaviest  traffic — a  S-in.  concrete 
foundation  was  used,  the  bricks  being  laid  on  a  1-in.  sand 
cushion.  The  question  of  joint  filler  was  originally  decided 
in  favor  of  bituminous  material,  and  a  requisition  sent  in 
on  this  basis.  Later,  on  account  of  climatic  conditions, 
it  was  decided  to  use  cement  grout.  On  the  other  principal 
streets  of  the  city  4-in.  concrete  foundations  were  thought 
to  be  adequate.  On  streets  of  minor  importance,  either  brick 
was  laid  directly  on  a  rolled  macadam  foundation,  or,  on 
some,  the  brick  surface  was  omitted  altogether  and  a  4-in. 
concrete  roadway  with  a  smooth  surface  was  put  down. 

Paving  construction  in  the  city  proper  was  undertaken 
some  time  before  the  parties  engaged  on  sewers  and  water- 
mains  in  the  outlying  portions  of  the  city  could  be  ma- 
terially  reduced   and,   therefore,   necessitated   a   considerable 


FINISHING      SURFACE      OF      CONCRETE      PAVEMENT      IN 
PANAMA— SHOWING    CURB    AND   SIDEWALK    WORK. 

increase  of  force  and  the  appointment  of  additional  super- 
visors competent  to  handle  this  work.  A  small  gang  had 
been  employed  from  the  start  resurfacing  the  old  macadam 
roads  around  Ancon  and  other  districts  outside  of  Panama, 
and  this  party  was  continued  and  its  duties  increased  so 
as  to  take  over  all  macadam  construction  outside  the  city, 
which  amounted  to  about  ten  miles  during  the  three  years 
that  the  principal  work  was  going  on. 

The  work  under  the  Resident  Engineer  for  Panama  and 
outlying  districts,  which  comprised  about  one-half  of  all  the 
municipal  engineering  work  done  on  the  isthmus,  was  under 
two  assistant  engineers,  one  in  charge  of  the  work  in  the 
city  and  vicinity  and  the  other  directing  construction  on 
the  main  water  supply  line  and  in  the  outlying  towns  be- 
tween Panama  and  Culebra.  The  city  division  had  three 
sections,  one  directly  charged  with  the  water  works  and 
sewers,  another  with  the  street  paving,  and  a  third  with 
the  macadam  road  construction  outside  the  city  limits.  At 
the  time  of  maximum  activity  during  the  second  year  over 
1,500  men  were  employed. 

It  was  necessary  before  commencing  paving  to  hire  a  site 
and  lay  out  a  storage  yard  in  the  vicinity  of  the  Panama 
Railroad  freight  yards  for  the  receipt  of  material,  there  being 
no  adequate  room  already  available.  Spur  tracks  were  con- 
structed with  sheds  for  the  storage  of  several  thousand  bar- 
rels of  cement  (material  coming  in  shipload  lots);  room 
was  provided  for  storing  at  least  3,000,000  brick,  and  bins 
were  arranged  for  sand  and  crushed  stone.  The  latter  it 
was  planned  to  supply  from  a  crusher  plant  operated  on  the 


COMPLETING    CENTRAL    AVE.    BRICK    PAVEMENT— MEET- 
ING OF   GANGS    WORKING   TOWARD   EACH   OTHER, 


THE     SABAK.\S     l:iiA|.     XIOAl;      I'AXA.MA     city — IMPROVED 
BY    LAVING    WATER    BOUND    MACADAM. 


146                                                                      GOOD  ROADS                                                September  4,  1915 

'   line  of  the  Panama  Railroad  and  furnished  with  stone  from  in  some  cases  were  lower  than  $3.50.     The  concrete  streets 

Culebra  CuL  ran   between   $1.75   and   $2.00,   these   prices   in   all   cases   in- 

The  use  of  machinery  on  the  work  was  found  in  general  eluding  curb  construction.    The  records  of  the  Canal  Com- 

impracticable.     In  the  storage  yard  a  hoisting  engine   was  mission  show  that  the  Sabanas  Road,  leading  out  from  the 

employed   to  assist   the   light   switching   engines   in   getting  city  of   Panama,   for  a   distance   of  over   five   miles,   had  an 

supply  trains  of  crushed  stone  and  sand  on  to  the   trestle  extremely  high  cost;  but  the  method  of  record  keeping  in 

track  over  the  bins.     Concrete  mixers  were  ordered  for  use  use  by  the  main  office  of  the  Canal  Commission  at  that  time 

on  the  streets.    They  were  supposed  to  be  satisfactory,  but  was    lamentably    defective,    no    attention    being   paid    to    dc- 

on  delivery,  after  the  work  was  well  under  way,  they  proved  tails,  and  at  present  there  is  nothing  in  the  Isthmian   Canal 

to  be  so  large  and  clumsy  as   to  require   more   labor   than  record  keeping  in  use  by  the  main  office  of  the  Canal  Com- 

that   necessary   for  hand  mixing,  and   were   never  taken  on  mission's   records    to   show — as   was   the   case — that   a   large 

the  streets.     For  consolidating  the  subgrade  and  rolling  the  part    of    the    plant    and    other    improper    charges    had    been 

brick  surfaces  a  small  S-ton   roller  was  employed,  and  this  figured  into  the  cost  of  this  road.     Records  of  some  of  the 

was  occasionally  also  used  in  emergency  work  on  tiiacadam  later  road   construction   showed   a   cost   of  about  $8,000  per 

construction.  mile  for  one  of  the  main  macadam  highways,  of  an  average 

The  supply  of  crushed   stone   from  the   Panama   Railroad  width  of  20  ft.,  leading  out   of  the   city.     Some   unit   prices 

crusher  soon  proved  inadequate  and  search  in  son;e  of  the  were  as  follows: 

old  French  warehouses  resulted  in  the  finding  of  a  number  Hrifk  faving 

of   small   portable   jaw   crushers    that    had   been    overgrown  j.ahor: 

with  Kees  and  jungle.    One  of  these  was  set  up  in  one  of  the  Foremen    $60 — $125   per  mo. 

.       .         .^           J           ,  ,              1.   iL        ij        uui  Pavers    16 — 30   cts.    per   hr. 

pablic  squares  m  the  city  and  used  to  crush  the  old  cobble-  l>aborers     10 — 16  cts.  per  hr. 

stone  pavement  as  fast  as  it  was  removed  from  the  streets.  ^s^rick''                                                $3000  per  M 

.Mthough  the  bowlders  were  so  hard  as  to  frequently  break  Cement    2.09   per   bbl. 

the  jaws  of  the  crusher,  the  experiment  proved  a  success  ^"""^   conrrete      '""  ""  ""    ^^' 

and  a  large  part  of  the  foundation  concrete  was  laid  from  Labor: 

the  material  taken  up  immediately  in  advance  of  paving.  Foremen    $60— 1125  per  mo. 

_.              .           ...                                ,                           J,    ,         ,  Mixers    10 — 16   cts.   per   hr. 

The  pavmg  of  the  mam  street  was  the  most  needed  and  Laborers   10 — 16  cts.  per  hr. 

most  important  part  of  the  city  paving  work.     It  was  com-  Celnent    $2.09  per  bbl. 

menced  in  November  in  the  midst  of  extremely  rainy  weath-  Ji'"''     J?!?  p'^'"  <="•  v^- 

,.,..-,,,                                ,     ,   %            ,  Stone    1.50  per  cii.  yd. 

er  and  was  finished  m  March,  about  one  month  before  the  Lumber    28.00  per  m.  ft.  b.m. 

Chief   Engineer   had   estimated    that    it    would    be   possible.  Karth  Exravation 

For  this  he   forfeited  a   bet  to  the   Resident   Engineer  and  ^'porimen    $60— $125   per  mo. 

1  bonus  to  the  general  foremen.     With  its  completion  there  Carpenters 16 — 30  cts.   per  hr. 

,          .           ,.!..•              J           u-   u    .u              1  Laborers    10 — 16   cts.   per   hr. 

mras  some  relaxation  of  the  tension  under  which   the  work  Material: 

had  been  carried  on,  due  to  the  criticism  on  all  sides  of  the  tJoi's'^''"    *^*""  '^"'^  ^-  "'  ^'^ 

old  street  conditions.     It  was  possible  to  carry  on  the  ad-  Picks    2R   cts.   each. 

..,.        ,           1     •      .Li.        -J        »       !l         -.u           r     ..1,                 »    •  Shovels    32    to    40    cts.    each. 

ditional  work  m  the  side  streets  with  no  further  great  in- 

,                     •  .          .  ..  Roi'k    Bx4'avation 

terference  with  public  convenience.  Labor- 
In  the  city  of  Panama  there  was  constructed  about  65,000  Foremen    jcn— «i25  per  mo. 

,           f.-i                         ^    <       ■                »xii         lurcc  •''team    drillers     16 — 30    cts.    per   hr. 

»q.   yds.    of   brick    pavement    having    a    total    length    of    5.5  Hand   drillers    ifi  cts.  per  hr. 

miles.     About  two-thirds  of  this  was  laid  on  concrete  foun-  vi"rf l^^^""^    I^— ^l*""  P^''  "o- 

b  iremen     30 — per   mo. 

dation,  the   remainder   on   macadam.     There   was   also   con-  Blacksmith     16— 30  cts.  per  hr. 

structed   about    19,000   sq.   yds.    (about    two    miles)    of   con-  Material:       "^  ^'  ^^'^ 

Crete    pavement.      Concrete    curbs    were    built    on    all    these  Drf/l   steel *o'os  ^'^^  i*h" 

streets.    On  account  of  the  uniform  temperature  no  difficulty  Dynamite    !.!'.!  '!*i!r'  "^  <^'> — S7.12  r^er  case,  50  lbs 

,  .               .        »•        .L      1   ..^       .c               1         11-    J  Exploders     34.90  per  M 

was  experienced  in  constructing  the  latter  to  any  length  de-  Fuse   ! . .  1    0.004  per  ft. 

sired.     Though   no  provisions  of  any   sort   were   made   for  Caps 5.25  per  m. 

expansion  in  the  concrete  pavements  or  curbs,   few   cracks  The    total    amount    of    paving    brick    first    delivered    was 

occurred.  3,082,500  at  $30  per   M.,  which  laid  47,570  sq.  yds.  of  street 

Outside  the  older  walled  city  the  town  had  grown  and  surface,  or  about  64  brick  to  the  yard,  including  breakage. 
is  still  extending  in  a  westerly  direction  towards  Ancon  Hill,  Subsequently  1,463,000  more  brick  were  bought  at  $27.30. 
which  is  the  site  of  the  American  settlement  and  the  head-  With  these  the  remainder  of  the  Panama  city  area  was  corn- 
quarters   of   the   Canal    Zone.     With   the   exception    of   the  pleted  as  well  as  one  brick  street  in  Colon. 

main   street   leading  towards  the   railroad   station,   most   of  

the   streets   in    this   district    were   adequately   surfaced    with 

macadam    between    concrete    curbs    and    brick    or    concrete  ''•"  O'"'""'"'*'^  "'  H">inK  the  Servi.e,  of  Competent  KnBl- 

_                                ,                  ...                   ...                   ,  neerd  In  the  ConHtruction   of  Roads  and   Pavements  is  empha- 

gtiners.      Two    mam    roads,   one    leading    to    the    old    port    of  sired    in    a    recent    treatise    on    "Vitrified    Brick    P.-wements    for 

La   Boca  at   the   mouth   of  the   canal,  and   the  other  running  Country  Roads,"    by  Vernon   M.   Pierce,   chief  of   Construction, 

in  a   northeasterly  direction   to  a  connection   with   the   trails  "•''*'   Charles   H.   Moorefleld,   Senior   Highway   Eng-ineer.   of   the 

k.-.ding  northerly  and  easterly  across  the  isthmus,  were  also  °''"=f  °f  ^"blic  Roads  and  Rural     Engineering,  u.  s.  Depart- 

*        ../-.,                      .          ,.,                  ,v,tco  ^gj,j  p,  Agriculture.     This   treatise   was   printed  as  a  bulletin 

reconstructed   as   first-class   macadam   highways.  of   the   U.   S.    Department    of  Agriculture   which    was    issued    in 

In    the   city   of   Panama   and   vicinity   there   was   expended  July.     According   to  the   authors,   many  communities  have   ex- 

for   municipal    improvements    of   all    classes    over    $1,000  000  Pended  large  sums  in  efforts  to  improve  their  highways  with- 

Any   comparison    of   unit    costs    with    those    for   other    work  °'"  ,'"''''"'^  ""'   f  ^"'•e''    the   services  of   some   one   competent 
•         I    I-..1           t          •                u            ,1-               ..  .            ,                 .to  plan  and  direct   the  work,   with   results   usually   unsatisfac- 

is    of    little    value.    ina.smuch    as    the    conditions    frequently  tory.     One  of  the  most  common   mistakes   is  the   construction 

necessitated   prompt    results    rather   than    much    attention    to  of  some  expensive  type  of  pavement  on  an  Improperly  located 

economy.     The   first   brick   pavements   in    Panama   City   cost  '■"a'',    with    not    infrequent    sharp    angles    In    alignment    and 

between    $4.00    and    $5.00    per    sq.    yd.      However,    in    those  ^'"""P'  changes  in  grade,  which  an  experienced  engineer  could 

.......        u.            t.        .1.             1-     •                    1-                                    .  remedy    at    very    little    expense.      Even    in    building    common 

itreets   where,   after  the   preliminary   rush    was   over    work  earth  roads,  according  to  the  authors,  it  Is  doubtful  economy 

could   be   laid   out  with   some  attention   to  economy,   prices  to  dispense  with  the  services  of  a  competent  engineer. 


September  4,  1915 


GOOD    ROADS 


147 


The   Pan-American   Road    Congress   and    the   Organizations 
Under  the  Auspices  of  Which  it  Will  be  Held 


The  Pan-American  Road  Congress,  the  first  national  road 
meeting  to  be  participated  in  jointly  by  the  two  leading  road 
organizations  of  the  United  States,  will  be  held  at  Oakland 
and  San  Francisco,  Cal.,  September  13  to  17,  inclusive. 

The  congress  will  be  held  under  the  joint  auspices  of  the 
American  Road  Builders'  Association  and  the  American 
Highway  Association,  with  whom  the  Pacific  Highway  As- 
sociation and  the  Tri-State  Good  Roads  Association  will  co- 
operate. All  arrangements  for  the  congress,  as  has  p-'c- 
viously  been  noted,  have  been  made  by  the  Executive  Com- 
mittee of  the  Pan-American  Road  Congress  whicl:  was 
appointed  late  last  year.     The  committee  consists  of  Itiajor 


Hartford,  Conn.,  on  Feb.  10  and  11,  1914,  with  an  attendance 
of  over  eleven  hundred  delegates  and  guests.  The  third  con- 
vention was  held  at  Port  Huron,  Mich.,  Aug.  29,  30  and  31, 
1905.  The  next  meeting  was  held  at  Pittsburgh,  Penn.,  on 
March  12,  13  and  14,  1907.  The  attendance  at  that  meeting 
was  over  twelve  hundred.  The  fifth  convention  was  held  at 
Buflfalo,  N.  Y.,  on  July  7  and  8,  1908,  and  the  sixth  at 
Columbus,  Ohio,  on  Oct.  26,  27,  28  and  29,  1909. 

Two  innovations  were  made  at  that  meeting;  first,  the  con- 
vention was  lengthened  to  four  days,  and  second,  the  ex- 
hibition feature  was  added.  The  latter  feature  composed 
nearly  forty  separate  exhibits  of  the  machinery  and  materials 


THE   MUNICIPAL  AUDITORIUM,    OAKLAND,    CAL.,    WHERE    MOST    OP   THE   SESSIONS  OF     THE     PAN-AMERICAN 

CONGRESS   WILL  BE  HELD  SEPT.    13-17. 


ROAD 


W.  W.  Crosby  and  E.  L.  Powers,  Treasurer  and  Secretary, 
respectively,  of  the  A.  R.  B.  A.,  who  represent  that  organiza- 
tion; James  H.  MacDonald  and  J.  E.  Pennybacker,  repre- 
senting the  A.  H.  A.,  and  Gov.  Charles  W.  Gates  of  Ver- 
mont, who  was  elected  by  the  other  four  members  as  chair- 
man. In  order  to  facilitate  matters  the  committee  has 
divided  its  work  among  four  sub-committees,  as  follows: 
Finance,  Mr.  MacDonald;  Program.  Major  Crosby;  Publicity, 
Mr.   Powers,   and   Arrangements,   Mr.    Pennyliacker. 

Of  the  two  national  organizations  under  whose  joint 
auspices  the  congress  will  be  held,  the  American  Road 
Builders'  Association  is  the  older.  It  was  organized  thirteen 
years  ago  as  the  American  Road  Makers'  Association,  and 
held  its  first  convention  at  Detroit,  Mich.,  Feb.  13  and  14, 
1903.  Its  membership  then  consisted  chiefly  of  the  officials 
and  members  of  the  staflfs  of  such  state  highway  departments 
as  were  in  existence. 

The  Detroit  meeting  was  followed  by  a  second  rneeting  at 


employed  in  building  and  maintaining  roads  and  streets  and, 
in  addition,  demonstrations  of  actual  road  construction  were 
made  on  a  road  near  the  exhibition.  The  displays  included 
construction  and  maintenance  equipment,  from  small  hand 
tools  to  heavy  machinery,  and  a  large  variety  of  the  materials 
for  road  building  and  paving.  The  attendance  was  over 
one  thousand. 

During  the  following  year,  1910,  the  name  of  the  organiza- 
tion was  changed  from  the  American  Road  Makers'  Asso- 
ciation to  the  American  Road  Builders'  Association,  and  it 
was  chartered,  without  capital,  under  the  laws  of  New  York. 

A  very  material  change  in  conditions  had  been  brought 
about  by  1910.  As  public  sentiment  favoring  the  extension 
of  road  work  had  strengthened,  the  state  aid  principle  had 
grown  in  favor,  with  the  result  that  more  states  had  estab- 
lished highway  departments  and  road  work,  in  general,  had 
become  better  organized.  With  this  change,  the  organiza- 
tion had  undergone  a  considerable  modification.    Its  member- 


148 


GOOD    ROADS 


September  4,  1915 


ship  had  greatly  increased  and  its  scope  had  broadened. 
The  seventh  annual  convention  was  held  at  Indianapolis, 
Ind..  on  December  6,  7,  8  and  9,  1910.  The  attendance  was 
over  fourteen  hundred,  and  the  exhibition  feature  again  con- 
tributed largely  to  the  interest  and  value  of  the  meeting. 
The  next  meeting,  the  eighth  annual  convention,  was  held 
at  Rochester,  N.  Y.,  on  November  14,  15,  16  and  17,  1911. 

Up  to  that  year  the  plan  usually  followed  in  arranging  road 
convention  programs  had  been  adhered  to  by  the  A.  R.  B.  A. 
The  proceedings  had  comprised  the  presentation  of  technical 

papers  and  the  de- 
livery of  non-tech- 
nical or  popular  ad- 
dresses, with  little 
attempt  at  a  logical 
grouping  of  the 
topics    covered.      A 


are  the  collection,  collation  and  dissemination  of  information 
on  road  construction  and  maintenance;  the  stimulation  of 
interest  in  road  betterment,  and  the  promotion  of  educa- 
tional, legislative  and  other  measures  for  highway  improve- 
ment. Its  membership  is  divided  into  five  classes — active, 
associate,  honorary,  contributing  and  life  members.  Active 
members  are  those  who  are  actively  engaged  or  interested 
in  highway  work;  associate  members  are  societies  or  other 
organizations  interested  in  the  association's  objects;  honorary 
members  are  those  who  have  performed  distinguished 
service  in  the  cause 
of  highway  exten- 
sion and  improve- 
ment; contributing 
members  are  com- 
mercial bodies  con- 
tributing    $100     per 


MAJ.    W.    W.    CKOSBY, 
Representative  of  the  A.  R  B.  A. 


K.    L.    I'OVVlOltS, 
Representative  of  the  A.  U.   B. 


CHARLKS    W..  GATES, 

Governor    of   Vermont, 

Chairman. 

Executive     Committee     of     the 
Pan-American    Road    Congress 


change  was  made 
in  preparing  the 
Rochester  program. 
The  papers  were  so 
arranged  as  to  bring 
together  related 
subjects  and  put  be- 
fore the  convention 
in  a  logical,  orderly 
manner  the  'entire 
list  of  topics  consid- 
ered. Ample  time 
was  also  provided 
for  discussion,  that 
following  each  formal  paper  being  introduced  by  two  especi- 
ally selected  speakers,  whose  remarks  were  then  followed  by 
open  discussion.  Practically  this  same  method  has  been 
followed  at  all  subsequent  meetings. 

The  ninth  annual  convention  was  held  at  Cincinnati,  Ohio, 
on  December  3,  4,  S  and  6,  1912;  the  tenth  at  Philadelphia, 
Peon.,  on  December  9,  10,  11  and  12,  1913,  and  the  eleventh 
at  Chicago,  111.,  on  December  14,  IS,  16,  17  and  18,  1914.  Each 
of  these  meetings  included  an  exhibition  of  road  machinery 
and  materials  and  each  was  an  unqualified  success. 
The  objects  of  the  American  Road  Builders'  Association 


JAMKS   H.    MacDONAl.l). 
Kepresentattve   of   the   A.    H.   A. 


year,  and  life  mem- 
bers are  active  or 
associate  members 
who  make  payment 
of  $500  upon  elec- 
tion to  member- 
ship. Only  active 
members  are  priv- 
ileged to  vote  or 
hold  office. 

The  general  man- 
agement of  the  As- 
sociation's aflfairs  is 
vested  in  a  board  of 

directors,  consisting  of  the  executive  officers,  the  last  five 
living  past  presidents,  and  eighteen  elected  members.  The 
actual  work  of  administration  is  delegated  to  the  Executive 
Committee  which  consists  of  the  Secretary,  ex-officio,  and 
two  members  of  the  Board  of  Directors.  The  executive 
officers  are  the  President,  First  Vice  President,  Second  Vice 
President,  Third  Vice  President,  Secretary  and  Treasurer. 

The  annual  meeting  for  the  election  of  officers  and  the 
transaction  of  other  business  is  held  on  the  first  Friday  in 
February.  Special  meetings  may  be  called  by  the  Board  of 
Directors  or  upon   request  gf  thirty  active  members, 


J.    E.    PENNYBACKER. 
Representative    of   the    A.    H. 


A. 


September  4,  1915 


GOOD    ROADS 


149 


The  dues  of  active  members  are  $3  per  year,  of  associate 
members  $10  per  year  and  of  contributing  members  $100 
per  year.  The  executive  officers  hold  office  for  one  year. 
The  directors,  six  of  whom  are  elected  annually,  hold  office 
for  three  years. 

The  present  officers  and  members  of  the  Board  of  Di- 
rectors of  the  association  are  as  follows: 

Executive  Officers:  President,  George  W.  Tillson,  Con- 
sulting Engineer  to  the  President  of  the  Borough  of  Brook- 
lyn, New  York  City;  First  Vice  President,  A.  W.  Dean, 
Chief  Engineer,  Massachusetts  Highway  Commission;  Sec- 
ond Vice  President,  Austin  B.  Fletcher,  Highway  Engineer 
of  the  California  Highway  Commission;  Secretary,  E.  L. 
Powers,  Editor,  "Good  Roads";  Treasurer,  W.  W.  Crosby, 
Consulting  Engineer.  The  office  of  Third  Vice  President 
was  recently  left  vacant  by  the  death  of  S.  Percy  Hooker, 
formerly  State  Superintendent  of  Highways  of  New  Hamp- 
shire, who  was  elected  last  February. 

Past  Presidents  (Members  of  the  Board):     James  H.  Mac- 
Donald,    ex-State    Highway    Commissioner    of    Connecticut; 
Harold  Parker,  ex-Chairman,  Massachusetts  Highway  Com- 
mission;   Nelson    P.    Lewis,    Chief-  En- 
gineer,   Board   of   Estimate   and   Appor- 
tionment   of    New    York    City;    Samuel 
Hill,  President,  Washington  State  Good 


man  du  Pont,  President,  E.  I.  du  Pont  de  Nemours  Powder 
Co.;  C.  A.  Kenyon,  President,  Indiana  Good  Roads  Asso- 
ciation; Walter  G.  Leininger,  Superintendent  of  Streets  of 
Chicago,  111.;  R.  A.  Meeker,  State  Highway  Engineer  of 
New  Jersey;  Logan  Waller  Page,  Director,  Office  of  Public 
Roads  and  Rural  Engineering,  U.  S.  Department  of  Agri- 
culture. 

The  present  Executive  Committee  consists  of  Past  Presi- 
dent Nelson  P.  Lewis,  First  Vice  President  A.  W.  Dean 
and  Secretary  E.  L.  Powers. 

The  headquarters  of  the  association  are  at  ISO  Nassau 
St.,  New  York,  N.  Y. 

The  American  Highway  Association  was  organized  in  No- 
vember, 1910,  as  the  American  Association  for  Highway 
Improvement.  Its  first  convention  was  held  at  Richmond, 
Va.,  on  November  20,  21,  22  and  23,  1911.  The  attendance 
was  about  seven  hundred. 

The    next   year   the    organization   joined    forces    with    the 
American  Automobile  Association,  holding  a  convention  at 
Atlantic  City,   N.  J.,   September  30  to   October  S,  inclusive. 
The  plan   of  uniting  with   the  A.   A.   A.   has   been   followed 
at  all  of  the  succeeding  conventions  of 
the  association.     The  Atlantic  City  con- 
vention   included   an   exhibition   of   road 
building    machinery    and    materials,    as 


A.  w.  DEAN, 
First   Vice    President. 


GEORGK     \V.    TILI^SON, 
President. 

President   and  Vice   Presidents, 
American    Road   Builders'  Association 


A.    B.   FLETCHER, 
Second    Vice    President. 


Roads  Association;  W.  A.  McLean,  Chief  Engineer  of  High- 
ways and  Commissioner  Ontario  Public  Roads  and  High- 
ways Commission. 

Directors,  Term  Expires  1918:  E.  A.  Fisher,  City  Engi- 
neer of  Rochester,  N.  Y.;  A.  R.  Hirst,  State  Highway  Engi- 
neer of  Wisconsin;  Joseph  W.  Hunter,  First  Deputy  Com- 
missioner, Pennsylvania  State  Highway  Department;  Frank 
F.  Rogers,  State  Highway  Commissioner  of  Michigan;  Wil- 
liam R.  Smith,  General  Manager,  Lane  Construction  Cor- 
poration; H.  M.  Waite,  City  Manager  of  Dayton,  Ohio. 

Term  Expires  1917:  T.  R.  Agg,  Professor  of  Highway 
Engineering,  Iowa  State  College;  W.  E.  Atkinson,  State 
Highway  Engineer  of  Louisiana;  Arthur  H.  Blanchard,  Pro- 
fessor of  Highway  Engineering,  Columbia  University;  Fred 
E.  Ellis,  Manager,  Essex  Trap  Rock  &  Construction  Co.; 
R.  H.  Gillespie,  Chief  Engineer  of  Sewers  and  Highways, 
Borough  of  the  Bronx,  New  York  City;  Paul  D.  Sargent, 
Chief  Engineer,  State  Highway  Commission  of  Maine. 

Term  Expires  1916:  Wm.  H.  Connell,  Chief,  Bureau  of 
Highways  and  Street  Cleaning  of  Philadelphia,  Pa.;  T.  Cole- 


have  the  conventions  held  since  that  date. 

The  third  convention  of  the  organization — the  name  of 
which  had  been  changed,  since  the  last  convention,  to  the 
American  Highway  Association — was  held  at  Detroit,  Mich., 
Sept.  29  to  Oct.  4,  inclusive,  1913.  The  fourth  convention 
was  held  at  Atlanta,  Ga.,  November  9  to  14,  1914. 

The  object  of  the  organization,  as  set  forth  in  its  consti- 
tution, is  "to  harmonize  and  correlate  all  efforts  for  the 
improvement  of  the  public  roads,  to  the  end  that  adequate 
and  efficient  systems  of  road  construction,  administration 
and  maintenance  may  be  adopted  in  all  of  the  states." 

There  are  four  classes  of  members — -regular  members, 
associate  members,  sustaining  members  and  honorary  mem- 
bers. Regular  members  are  persons  paying  annual  dues  of 
$5;  associate  members  are  the  members  of  such  other  or- 
ganizations for  road  improvement,  cooperating  with  the 
American  Highway  Association,  as  shall  file  rosters  of  their 
membership  with  the  Secretary  of  the  A.  H.  A.;  sustaining 
members  are  individuals  or  organizations  paying  dues  of 
$100,  and  honorary  members  sre  thos?  duly  elected  as  s^qh. 


ISO 


GOOD    ROADS 


September  4,  1915 


Associate   and    honorary   members    pay    no   dues.      Regular 
and  sustaining  members  may  vote. 

The  officers  of  the  association  are  the  President,  the  Vice 
President,  the  Treasurer,  the  Board  of  Directors,  and  such 
other  officers  as  may  be  appointed  by  the  Executive  Com- 
mittee. The  Board  of  Directors  consists  of  the  President 
and  Vice  President,  together  with  23  other  members.  The 
constitution  provides 


lAIKKAX    HAHKISON, 
President. 

President  and  Vice  President, 
American    Highway    Association 

three   years,   a   group    being   elected 


Committre  on  Mem- 
bership and  an  Aud- 
iting Committee  o  f 
three  members  each. 
The  Executive  Com- 
mittee is  selected  by 
the  Board  of  Direct- 
ors and  acts  for  that 
board  in  the  active 
work  of  directing  the 
affairs  of  the  asso- 
ciation. The  Presi- 
dent, Vice  Presiden: 
Treasurer  and  mem- 
bers of  the  Board  of 
Directors  must  b  e 
regular  or  sustaining 
members.  The  offi- 
cers hold  office  for 
one  year.  The  Di- 
rectors hold  office  for 
annually. 

The  present  officers  of  the  organization  are  as  follows: 

President.  Fairfax  Harrison,  President  of  the  Southern 
Railway  Company;  Vice  President,  Lo- 
gan Waller  Page,  Director  of  the  Office 
of  Public  Roads  and  Rural  Engineering. 
U.  S.  Department  of  Agriculture;  Treas- 
urer, John  Burke,  Treasurer  of  the  Unit- 
er  States. 

Other  officers  are:  Chairman  of  the 
Board  of  Directors,  James  S.  Harlan, 
Chairman  of  the  Interstate  Commerce 
Commission;  Chairman  of  the  Executive 
Committee,  Leonard  Tufts;  Executive 
Secretary,  I.  S.  Penny  backer;  Field  Sec- 
retary, Charles  P.  Light. 

The  members  of  the  Boird  of  Direct- 
ors are  as  follows: 

Terms  expire  1917:  A.  G.  Batchelder, 
American  Automobile  Association; 
Charles  D.  Blaney,  Chairman,  California 
Highway  Commission;  S.  E.  Bradt,  Sec- 
retary, Illinois  Highway  Commission; 
Richard  H.  Edmonds,  Editor,  "Manu- 
facturers Record";  Bryan  Lathrop. 
Member,  Lincoln  Park  Commission; 
Leonard  Tufts,  President,  Capital  High- 
way Association;  William  D.  Sohier, 
Chairman,  Massachusetts  Highway  Com- 
mission; W.  Tom  Winn,  County  Commissioner  of  Fulton 
County,  Georgia. 

Terms  expire  1916:  Charles  Whiting  Baker,  Editor,  "Engi- 
neering News";  Roy  D.  Chapin,  Detroit,  Mich.;  Austin  B. 
Fletcher.  Highway  Engineer,  California  Highway  Commis- 
»ion;  James  .S.  Harlan,  Chairman,  Interstate  Commerce 
Commission;  L.  E.  Johnson,  President,  Norfolk  &  Western 


LO(i.\N   WALLtlR   PAGE, 
Vice   President. 


SA.MITKl.   IIIIJ,, 

President, 

Pacific  Highway  Association 


Railway  Co.;  Joseph  W.  Jones,  New  York  City;  A.  N.  John- 
son, Road  Engineer,  Bureau  of  Municipal  Research,  New 
York  City;  Thomas  G.  Norris,  President,  Arizona  Good 
Roads  .Association. 

Terms  expire  1915;  W.  T.  Beatty,  Chicago,  111.;  George 
W.  Coolcy,  State  Engineer  of  Minnesota;  George  C.  Diehl, 
Chairman,  Good  Roads  Board,  A.  A.  A.;  Clarence  A.  Ken- 
yon,  President,  I  n  - 
diana  Good  Roads 
Roads  Association; 
James  H.  MacDon- 
ald,  former  State 
Highway  Commis- 
sioner of  Connecti- 
cut; E  J.  Mehren, 
I-'ditor,  "Engineer- 
i  n  g  Record";  D  r  . 
Joseph  Hyde  Pratt, 
State  Geologist  o  f 
North   Carolina. 

The     association's 
headquarters   are   a  t 
the    Colorado    Bldg., 
Washington,    D.    C. 
The  Pacific   High- 
way   Assoc!  ation, 
which    has    been    i  n 
existence  for  several 
years  and  was  incor- 
porated   during    the 
present   year,    held 
its   first  annual  con- 
vention   i  n    Seattle, 
Wash.,  in  1910.     Suc- 
ceding  conventions  have  been  held  at  Portland,  Ore.,  in  1911, 
at  San  Francisco,  Cal.,  in   1912,  and  at  Vancouver,  B.  C.    in 
1913. 
The   main   object   of   the   association    is    "to    promote    the 
construction,  completion  and  keeping  in 
repair    of    a    public    highway    extending 
continuously  from  Alaska,  through  Brit- 
ish Columbia  and  the  states  of  Washing- 
ton,  Oregon  and   California,   to   Mexico, 
with    alternate     routes    which     may     be 
preferable  in  different  seasons  or  in  dif- 
ferent   conditions    of    weather,    and    to 
keep     said     highway     marked     by     sign 
l)oards  in  form  and  superscription  to  be 
registered  by  this  society  in   conformity 
to  the  laws  of  the  United  States  and  of 
British    Columbia   relating  to   the   regis- 
tration of  signs  and  the  exclusive  right 
to  use  registered  signs." 

The  members  of  the  association  are 
divided  into  charter  members,  elected 
members,  life  members  and  honorary 
members.  Charter  and  elected  mem- 
Iiers  pay  an  initiation  fee  of  $5  and  an- 
nual dues  of  $5.  The  officers  consi.st  of 
the  President;  nine  Vice  Presidents;  the 
Secretary,  who  is  also  the  Executive 
Officer;  the  Treasurer,  and  three  Trus- 
tees. All  of  these  officials  constitute  the 
Board  of  Trustees.  The  Executive 
Committee  consists  of  the  President,  senior  Vice  Presidents, 
the  Secretary,  the  Treasurer  and  the  senior  Trustee.  The 
President,  Secretary  and  Treasurer  hold  office  for  one  year; 
the  Vice  Presidents  for  five  years,  and  the  Trustees  for  three 
years.  The  Board  of  Trustees  is  the  governing  body  of  the 
association,  the  active  work  being  delegated  to  the  ExecOtive 
Officer. 


September  4,  1915 


GOOD    ROADS 


151 


The  present  officers  of  the  organization  are  as  follows; 

President,  Samuel  Hill,  Maryhill,  Wash.;  Executive  Officer, 
Henry  L.  Bowlby,  Portland,  Ore.;  Vice  President;  Wash- 
ington, Norman  B.  Abrams,  Seattle;  Oregon,  Frank  B.  Riley, 
Portland;  California,  Mrs.  A.  B.  Spreckels,  San  Francisco, 
and  F.  W.  Jackson,  San  Diego;  British  Columbia,  A.  E. 
Todd,  Victoria,  and  F.  R.  McD.  Russell,  Vancouver;  Alaska, 
Falcon  Joslyn,  Fairbanks;  Yukon  Territory,  Alfred  Thomp- 
son, Dawson;  Arizona,  Dr.  J.  A.  Ketcherside,  Yuma;  Treas- 
urer, Henry  L.  Bowlby;  Trustees:  C.  H.  Hanford  (for  one 
year),  Frank  Terrace  (for  two  years),  and  Geo.  F.  Rodgers 
(for  three  years). 

The  headquarters  of  the  association  are  at  the  Chamber 
of  Commerce  Building,  Portland,  Ore. 

The  Tri-State  Good  Roads  Association  was  organized  at 
a  meeting  of  delegates  from  the  states  of  Oregon,  Washing- 
ton and  California,  held  at  Eureka,  Cal.,  on  Aug.  21.  1913. 
The  association  now  has  nearly  four  thousand  members,  it 
is  stated,  in  the  three  states  mentioned.  It  is  a  popular  or 
propaganda  organization,  having  for  its  object  the  stimula- 
tion of  sentiment  favoring  the  extension  of  road  improve- 
ment work.  The  meeting  which  will  be  merged  with  the 
Pan-American  Road  Congress  will  be  the  third  annual  gath- 
ering held  under  the  association's  auspices. 

The  officers  of  the  Tri-State  Good  Roads  Association  are 
as  follows:  President,  Capt.  Walter  Coggeshall,  Eureka, 
Cal.;  Treasurer,  Judge  W.  S.  Worden,  Klamath  Falls,  Ore.; 
Directors,  GeofTry  Winslow,  Tacoma,  Wash.,  and  J.  H. 
Albert,  Salem,  Ore.;  Executive  Secretary,  Geo.  E.  Boos, 
1220  Flood   Building,  San   Francisco,   Cal. 

The  Pan-American  Road  Congress  will  be  held  in  the 
Municipal  Auditorium  Bldg.,  Oakland,  Cal.,  on  Monday, 
Tuesday,  Wednesday,  Thursday  and  Friday,  September  13, 
14,  IS,  16  and  17.  The  formal  opening  of  the  congress  will 
take  place  on  the  forenoon  of  Monday,  September  13.  The 
first  session  of  the  congress  will  be  held  on  Monday  after- 
noon, and  will  be  followed  by  other  sessions  on  Tuesday 
forenoon  and  afternoon,  Wednesday  forenoon  and  after- 
noon, Thursday  forenoon  and  afternoon,  and  Friday  fore- 
noon; the  closing  session  will  be  held  on  Friday  afternoon. 
In  addition  to  these  sessions  there  will  be  special  meetings 
of  the  organizations  cooperating  in  the  holding  of  the  con- 
gress,  entertainments  and   excursions. 

Membership  in  the  congress  is  divided  into  two  classes — 
donor  membership  and  temporary  membership.  Donor 
members  are  those  firms  or  indviduals  contributing  $50  or 
more  toward  the  necessary  expenses  of  the  congress,  while 
temporary  members  are  individuals  registering  and  paying  a 
fee  of  $2.  Members  of  either  the  American  Road  Builders' 
Association  or  the  American  Hiighvvay  Association,  in  good 
standing  on  June  1,  are  exempt  from  payment  of  this  fee. 
All  registered  members  of  the  congress  will  receive,  free, 
one  copy  of  the  "Proceedings"  when  printed. 

The  first  of  the  entertainment  features  scheduled  is  a 
srnoker  on  Monday  evening,  Sept.  13.  The  smoker  will  be 
given  by  the  Commercial  Club  of  Oakland  and  will  be  held 
at  the  Hotel  Oakland.  On  Tuesday  evening  the  Pan-Amer- 
ican Road  Congress  Banquet  will  be  held,  in  honor  of  the 
distinguished  guests  of  the  congress.  On  Wednesday  the 
afternoon,  session  of  the  congress  will  be  held  in  Festival 
Hall  in  the  Exposition  Grounds,  San  Francisco,  and  the 
present  plans  are  to  arrange  an  official  tour  of  the  road 
machinery  and  material  exhibits  in  the  various  buildings 
during  the  evening.  On  Thursday  evening  there  will  be  a 
special  session  of  the  congress  at  which  moving  pictures  and 
illustrated  lectures  will  be  the  prominent  features.  Arrange- 
ments will  also  be  made  for  a  SO-mile  automobile  inspection 
tour  over  the  State  Highway,  on  Saturday,  Sept.  18,  start- 
ing from  Oakland  and  ending  at  San  Francisco.  In  addition, 
there  will  be  an  excursion  to  Yosemite  National  Park,  a  spe- 
cial  train    leaving   San    Francisco   on    Saturday   evening   and 


returning  Sunday   night.     This   will   give  those  who   take   it 
an  opportunity  to  have  all  day  Sunday  in  the  park. 

The  tentative  program,  with  such  corrections  as  had  been 
received  up  to  the  time  of  going  to  press,  follows.  Unless 
otherwise  noted,  all  sessions  will  be  held  in  the  Municipal  Au- 
ditorium Building  at  Oakland. 

MONDAY,   SEPTEMBER   13. 
Formal    Opening,    10:30   A.M. 

Invocation. 
Opening  Address, 

Hon.   Charles  W.  Gates,   Governor  of  Vermont. 
Address, 

Hon.  Hiram  W.  Johnson,  Governor  of  California. 
Address, 

Hon.    Ernest   Lister,    Governor   of   Washington. 
Address, 

Hon.  James  Withycombe,  Governor  of  Oregon. 
.Address, 

Hon.  John  L.   Davie,   Mayor  of  Oakland. 
Address, 

Hon.    James    A.    Barr,    Director    of    Congresses,    Panama- 
Pacific  International   Exposition. 
Address, 

George    W.   Tillson,    President,    American    Road    Builders' 
Association. 
Address, 

Fairfax  Harrison,   President,  American   Highway  Associa- 
tion. 

.A.ppointment    of    Committees. 

First  Sesiion,  2:00  P.M. 

Chairman,   Fairfax   Harrison,   President,  American   Highway 

Association. 
"The    History  and   Future   of   Highway   Improvement," 
Logan  Waller  Page,  Director,  Office  of  Public  Roads  and 
Rural   Engineering,   United   States   Department  of  Agri- 
culture. 

"The  Relation  of  the   Road  to  Rail  and  Water  Transporta- 
tion," 
C.  J.  Tilden,   Professor  of  Civil   Engineering,  Johns   Hop- 
kins   University. 
"The  Benefits  and  Burdens  of  Better  Roads," 

S.    E.    Bradt,   Secretary,    Illinois   State    Highway   Commis- 
sion. 

"Roadside    Improvement," 

Henry   S.    Graves,   Chief,    Bureau   of   Forestry,   U.    S.    De- 
partment  of  Agriculture. 

"The  Essentials  of  Proper  Laws  for  Highway  Work," 

Col.  E.  A.  Stevens,  State  Highway  Commissioner  of  New 

Jersey. 
A.   N.  Johnson,    Highway   Engineer,   Bureau   of   Municipal 
Research,  New  York,  N.  Y. 
"National,   State   and   Local    Responsibility   for   Road   Condi- 
tions  and   Ways   of   Securing  Improvements," 
Judge  J.  T.  Ronald,  Seattle,  Wash. 
O.   E.   Hotle,  Oakland,  Cal. 
Hon.  Arthur  Langath,  Portland,   Ore. 

TUESDAY,  SEPTEMBER  14. 
Second  Session,   10:00  A.M. 

Chairman,    George    W.    Tillson,    President,    American    Road 
Builders'  Association. 

"Proper  Road   Location:   Its   Importance  and   Eflfects," 
Paper  by   William   R.   Roy,   State   Highway  Commissioner 
of   Washington. 

Discussion  opened  by  Paul   D.  Sargent,  Chief  Engineer, 
Maine   State   Highway  Commission. 


152 


GOOD    ROADS 


September  4,  1915 


"Road   Drainage  and   Foundation," 
Pap«r  by  George  W.  Cooley,  State  Engineer  of  Minnesota. 
Discussion  opened  by  R.   K.  Compton,  Chairman,  Pav- 
ing Commission,  Baltimore,  Md. 

"Highway  Bridges  and  Structures," 
Paper  by  W.  S.  Gearhart,  State  Engineer  of  Kansas. 
Discussion  opened  by  Clifford  Older,  Bridge  Engineer, 
Illinois  State  Highway  Department. 

Third  Session,  2:00  P.  M. 

Chairmen,    Capt    Walter    Coggcshall.    President,    Tri-State 

Good  Roads  Association,  and  Hon.  J.  H.  Albert, 

Salem,  Ore. 

"Highway  Indebtedness:   Its  Limitation  and  Regulation," 
Paper  by  Nelson  P.  Lewis,  Chief  Engineer,  Board  of  Es- 
timate and  ^portionment.  New  York  City. 

Discussion  opened  by  J.  F.  Witt,  Dallas,  Tex.;  W.  I. 
Vawter,  Medford,  Ore.,  and  B.  A.  Towoe,  Lodi,  Cal. 

"Organization  and  System  in  Highway  Work," 

Paper  by  A.  B.  Fletcher,  Highway  Engineer,  California 
State   Highway  Commission. 

Discussion  opened  by  H.  R.  Carter,  State  Highway  En- 
gineer of  Arkansas,  and  by  C.  D.  Blaney,  Chairman 
of  the  California  State  Highway  Commission. 

"The   Educational    Field   for   Highway    Departments," 

Paper  by  Prof.  L.  S.  Smith,  Department  of  Highway  En- 
gineering, University  of  Wisconsin. 

Discussion  opened  by  A.  D.  Williams,  Chief  Road  En- 
gineer, West  Virginia  State  Road  Bureau. 

WEDNESDAY,  SEPTEMBER  15. 

("PaB-American  Road  Congress  Day*') 
Fourth  Session,  10:00  A.  M. 
Chairmen,    W.    A.    McLean,    Chief    Engineer    of    Highways, 
and  Commissioner  Ontario  Public  Roads  and  High- 
ways Commission. 

"Roadway  Surfacings," 

Paper  by  F.  F.  Rogers,  State  Highway  Commissioner  of 
Michigan. 

Discussion  opened  by  E.  R.  Morgan,  State  Road  Engi- 
neer and  Secretary,  Utah  State  Road  Commission. 

"Resurfacing  Old  Roads," 

Paper  by  William  D.  Uhler,  Chief  Engineer,  Pennsylvania 
State   Highway   Department. 

Discussion  opened  by  J.  C.  Travilla,  Fort  Worth,  Tex., 
and  J.  C.  Little,  Chief  Engineer,  Roland  Park  Co.,  Balti- 
more, Md. 

"Street  Pavements," 

Paper  by  Curtis  Hill,  City  Engineer,  Kansas  City,  Mo. 
Discussion  opened  by  M.  M.  O'Shaughnessy,  City  Engi- 
neer, San  Francisco,  Cal. 

Fifth  Session,  2:30  P.  M. 
(Fasti**!   Hall,   Panama-Pacific   International   Exposition,   San  Francisco) 

Chairmen,  Judge  W.  S.  Worden,  Treasurer,  Tri-State  Good 

Roads  Association,  C.  L.  Mackenzie,  Colfax,  Wash.,  and 

GeoflFry  Winslow,  Tacoma,  Wash. 

"System  in  Highway  Accounting," 

Paper  by  S.  D.  Gilbert,  Auditor,  New  York  State  High- 
way   Commission. 

Discussion  opened  by  A.  R.   Hirst,  State  Highway   En- 
gineer of  Wisconsin. 
"Uniformity  for  Highway  Statistics  and  Data," 

Paper  by  H.  E.  Breed,  First  Deputy  Commissioner,  New 
York  State  Highway  Commission. 


Discussion  opened  by  W.  W.  Marr,  Chief  State  High- 
way Engineer,  Illinois  State   Highway  Commission. 

"Engineering  Supervision  for  Highway  Work," 

Paper  by  T.  H.  MacDonald,   State  Highway  Engineer  of 
Iowa. 

Discussion  opened  by  Lamar  Cobb,  State  Engineer  of 
Arizona,  and  Prevost  Hubbard,  Chief  Division  of  Road 
Material  Tests  and  Research,  Office  of  Public  Roads 
and  Rural  Engineering,  U.  S.  Department  of  Agricul- 
ture. 

THURSDAY,  SEPTEMBER  16. 

("Pacific  Highway  Day") 
Sixth  Session,  10:00  A.  M. 

Chairman,    James    H.    MacDonald,    Former    State    Highway 

Commissioner  of  Connecticut. 
"The  Merit  System  in  Highway  Work," 
Paper  by   Richard   Henry   Dana,    President,   U.    S.    Civil 
Service  Reform  League. 

Discussion  opened  by  Dr.  Jos.   Hyde   Pratt,   Secretary, 
North  Carolina  State   Highway  Commission. 
"The    Determination   of   the   Justifiable    Outlay   for    Specific 
Cases  of  Highway  Improvement," 
Paper  by  Clifford  Richardson,  Consulting  Engineer,  New 
York,  N.  Y. 

Discussion  opened  by  Henry  Welles  Durham,  formerly 
Chief  Engineer  in  Charge  of  Highways,  Board  of  Pub- 
lic Works,  Borough  of  Manhattan,  New  York,  N.  Y. 
"Convict  Labor  for  Highway  Work," 

Paper  by  G.  P.  Coleman,  State  Highway  Commissioner  of 
Virginia. 

Discussion  opened  by  J.  E.  Maloney,  Secretary-Engineer 
Colorado  State  Highway  Commission. 
Report  of  Committee  on   Resolutions. 

Seventh  Session,  2:00  P.  M. 

Chairman,  John  A.  Wilson,  President,  American  Automobile 

Association. 
"Motor  Traffic:  Its  Development,  Trend  and  Effects," 

Paper   by   Elmer   Thompson,   Secretary,   Automobile    Club 
of   America. 

Discussion  opened   by   Warren   Gould,   Chairman,   Auto- 
mobile Club,  Seattle,  Wash.,  and  W.  G.  Chanslor,  San 
Francisco,    Cal. 
"Equipment  for  Highway   Work," 

Paper  by  A.   H.   Blanchard,   Professor  of  Highway   Engi- 
neering,  Columbia   University. 

Discussion  opened  by  H.  J.  Kuelling,  County  Highway 
Commissioner    of    Milwaukee    County,    Wisconsin. 

"Load  and  Tire  Effect  and  Regulation," 

Paper  by  F.   H.  Joyner,   Road   Commissioner  of  Los  An- 
geles   County,    California. 

Discussion  opened  by  Prof.  T.  R.  Agg,  Iowa  State  Col- 
lege, and  C.  F.  Clarkson,  Secretary  and  General  Man- 
ager, Society  of  Automobile  Engineers. 

FRIDAY,  SEPTEMBER  17. 
Eighth   Session,   10:00  A.  M. 

Chairman,    Col.    W.    D.     Sohier,     Chairman,     Massachusetts 

Highway  Commission. 
"Comparisons  of  Traffic  and  Their  Economic  Value," 

Paper   by   Linn   White,    Chief   Engineer,    Board    of   South 
Park  Commissioners,   Chicago,   111. 

Discussion  opened  by  H.  K.  Bishop,  Consulting  Engi- 
neer,   New   York,    N.   Y. 


September  4,  1915 


GOOD    ROADS 


153 


"Maintenance,  Materials  and  Methods," 

Paper   by   A.   W.     Dean,    Chief    Engineer,    Massachusetts 
■Highway   Commission. 

Discussion  opened  by  George  A.   Quinlan,  Superintend- 
ent of  Highways  of  Cook  County,  Illinois. 
•'Dust  Suppression  and' Street  Cleaning," 

Paper  by  W.  H.  Connell,  Chief,  Bureau  of  Highways  and 
Street   Cleaning,   Philadelphia,    Pa. 

Discussion  opened   by   Perry   F.   Brown,   City   Engineer, 
Oakland,    Cal. 

Closing  Session,  2:00  P.  M. 

Chairman,    Governor   Charles   W.    Gates   of   Vermont. 
"Lessons  of  the  Congress," 

Charles   F.   Stern,   Member  of  the   California  State   High- 
way Commission. 
Unfinished   Business. 
Reports  of  Committees. 
Adjournment. 


Resolutions     Favoring     the     Employment     of 

North  Carolina  Convicts  on  the 

Public  Roads 

The  Board  of  Trade  of  Asheville,  N.  C,  has  recently 
passed  resolutions  urging  the  employment  of  state  convicts 
on  the  public  roads  of  North  Carolina. 

The  resolutions,  which  were  passed  unanimously,  were  as 
follows: 

"Recognizing  that  substantial  growth  and  prosperity 
follow  the  construction  of  good  roads,  and  the  growing 
interest  in  their  value  as  exemplified  in  the  'Land  of  the 
Sky,'  the  state  of  North  Carolina  and  the  entire  country,  to- 
gether with  the  increasing  demands  of  the  people  for  better 
roads,  and 

"Believing  that  this  great  question  has  become  one  not 
only   of  state-wide,   but   of  nation-wide,   importance, 

"We,  the  Directors  of  the  Asheville  Board  of  Trade,  repre- 
senting nearly  six  hundred  business  and  professional  men 
of  Asheville,  Western  North  Carolina,  do  most  earnestly 
request  and  urge  the  people  of  North  Carolina  to  demand 
the  working  of  all  able-bodied  male  state  convicts  on  the 
public  roads  throughout  the  state  under  the  general  super- 
vision of  the  State  Highway  Commission  and  such  rules  and 
regulations  as  may  be  necessary  to  secure  the  greatest 
efficiency  therefrom. 

"That  a  copy  of  the  above  be  sent  to  the  Governor  and 
other  state  officials,  to  the  editors  of  newspapers  through- 
out the  state,  and  to  the  various  civic  organizations,  with 
the  request  that  every  effort  be  used  to  arouse  public  senti- 
ment to  the  enormous  value   of  the  above  policy." 


The  Term  of  Bonds  for  Road  and  Street 
Improvement 

At  the  recent  Sixth  Annual  Conference  of  Mayors  and 
Other  City  Officials  of  the  State  of  New  York,  held  at  Troy, 
Chief  Engineer  Nelson  P.  Lewis  of  the  Board  of  Estimate 
and  Apportionment  of  New  York  City  presented  a  paper  on 
"City  Streets  and  How  to  Pay  for  Them."  During  the 
course  of  the  paper,  Mr.  Lewis  discussed  the  matter  of  bond 
issues  at  some  length.     A  part  of  that  discussion  follows: 

"In  all  cities  the  burden  of  creating  and  caring  for  the 
public  streets  is  assumed  by  the  city  at  large  and  a  question 
worthy  of  serious  consideration  is  that  of  the  manner  in 
which  the  funds  for  this  purpose  are  to  be  raised.  The  cities 
must  either  pay  cash  and  include  the  expense  in  the  annual 
tax  budget  or  must  use  their  credit  by  issuing  their  obliga- 
tions, and  the  obligations  so  issued  may  run  for  short  or 
long  periods. 

As  already  pointed  out  most  communities  prefer  bor- 
rowing   to    paying    cash  '  and    there    has    been    some    very 


reckless  borrowing  in  the  past,  but  it  is  gratifying  to  note 
that  the  term  of  the  bonds  issued  by  the  cities  of  this 
state  to  meet  the  cost  of  street  improvements,  while  varying 
from  10  to  35  years,  rarely  exceeds  20  years.  In  Great  Britain 
any  city  or  town  desiring  to  issue  its  obligations  for  any 
public  purpose  is  required  to  submit  a  full  statement  of  the 
need  of  the  improvement  to  be  carried  out,  with  detailed 
estimates  of  the  probable  life  of  the  different  parts  of  which 
it  is  constituted,  to  the  Local  Government  Board  which  is 
a  cabinet  office.  That  board,  after  thorough  investigation  by 
its  experts,  will  advise  the  municipal  or  other  authorities  tc 
what  amounts  they  ca  nissue  their  obligations  and  for  what 
periods,  the  period  in  every  case  being  within  the  estimated 
life  of  the  improvement.  In  this  country  states  and  cities 
have  borrowed  enormous  sums  to  build  roads  and  to  lay 
pavements  and  have  issued  their  bonds  for  periods  two, 
three  and  even  five  times  the  probable  life  of  the  roads  or 
pavements  for  which  their  proceeds  are  to  pay. 

"The  issuance  of  long  term  bonds  for  short  lived  im- 
provements can  not  be  justified  and  a  few  figures  will  show 
the  extravagance  of  this  policy.  If  a  city  were  to  provide 
$200,000  a  year  for  street  improvements  and  if  50-year  bonds 
were  issued  for  the  purpose,  there  would  at  the  end  of  50 
years  be  $10,000,000  of  these  bonds  outstanding  and  during 
this  time  the  annual  interest  and  amortization  charges  would 
gradually  increase  until  th#y  reached  ?489,000  when  they 
would  remain  constant.  If,  however,  the  funds  were  raised 
by  the  issue  of  10-year  bonds,  there  would  be  $2,000,000 
outstanding  at  the  end  of  10  years  during  which  time  the 
annual  interest  and  sinking  fund  charges  would  increase 
until  at  the  tenth  year  they  reached  $264,400  when  they  too 
would  remain  constant.  Under  the  latter  policy  there  would 
at  the  end  of  50  years  be  an  annual  saving  to  the  taxpayers 
of  $224,600  a  year. 

"It  may  be  said  that  these  periods  are  so  long  that  such 
a  discussion  is  academic,  but  street  and  road  improvements 
are  going  to  continue  for  an  indefinite  time.  Our  states 
and  cities  hope  to  remain  solvent  and  must  meet  their 
financial  obligations;  and  debts  of  this  kind  must  be  paid 
in  full,  so  that  the  actual  fact  should  be  squarely  faced." 


A  Special  Blection  Will  be  Held  at  Dobbs  Perry,  N.  T.,  Sept. 
8,  for  the  purpose  of  voting-  on  an  appropriation  of  $150,000 
for  paving  two  miles  of  Broadway.  If  this  work  is  completed, 
Broadway  will  be  paved  from  the  Battery,  New  York  City, 
to  the  north  boundary  of  Dobbs  Ferry,  a  distance  of  about 
27  miles. 


The    Total    Mileage    of    Government    Experimental    Road    at 

present  under  construction  is  465  miles,  according  to  a  recent 
statement  from  the  U.  S.  Department  of  Agriculture.  These 
roads  are  situated  in  28  counties  of  13  states  and  are  being 
built  under  the  supervision  of  the  department  under  author- 
ization of  the  1912  law  which  appropriated  for  the  Post  Office 
Department  $500,000  to  be  expended  in  an  experiment  to  test 
the  value  of  improved  rural  carrier  routes.  The  government 
pays  one-third  of  the  cost  and  the  state  or  county  benefited 
two-thirds.  After  the  roads  are  constructed,  the  department 
endeavors  to  interest  local  authorities  in  providing  systematic 
maintenance.  The  work  undertaken  so  far  is  listed  by  the 
department  as  follows:  Lauderdale  County,  Alabama,  30  muei. 
of  earth  road;  Boone  and  Story  Counties,  Iowa,  51  miles  of 
earth  road;  Dubuque  County,  Iowa,  20  miles  of  gravel  road; 
Bath  and  Montgomery  Counties,  Kentucky,  11  miles  of  maca- 
dam road;  Montgomery  County,  Maryland,  5.4  miles  of  ma- 
cadam road;  Cumberland  County,  Maine,  21  miles  of  bitumi- 
nous macadam  road;  Leflore  County,  Mississippi,  24  miles  of 
gravel  road;  McDowell  County,  North  Carolina,  16  miles  of 
earth  road;  Davie,  Forsyth  and  Iredell  Counties,  North  Caro- 
lina, 48  miles  of  sand-clay  and  top-soil  road;  Licking  and 
Muskingum  Counties,  Ohio,  24  miles  of  concr-ete  road;  Jack- 
son County,  Oregon,  51.4  miles  of  earth  road;  Aiken  County, 
South  Carolina,  27.3  miles  of  sand-clay  and  top-soil  road; 
Loudon  County,  Tennessee,  6.4  miles  of  macadam  road;  Mont- 
gomery County,  Tennessee,  7.8  miles  of  macadam  road;  Bexar, 
Comal,  Travis,  Hays  and  Guadalupe  Counties,  Texas,  71.6  miles 
of  gravel  road;  Fairfax  County,  Virginia,  12.3  miles  of  gravel 
road;  Spotsylvania,  Caroline  and  Hanover  Counties,  Virginia, 
38.2  miles  of  sand-clay  and  top-soil   road. 


1S4 


GOOD    ROADS 


September  4,  1915 


The  Road  and  Street  Exhibits  at  the 


VIKW    uK    THK    UKOUNDS    AND    Hl'lLl  )INliS    OF    THK      I'ANAMA-PACIFIC:     INTERNATIONAL     KX 1 '(ISITION    AT    SAN 


Even  the  briefest  outline  of  the  reasons  for  the  Panama- 
Pacific  International  Exposition  and  its  many  and  varied 
attractions  is  doubtless  unnecessary.  Almost  every  one 
knows  that  the  exposition  commemorates  the  completion  of 
the  Panama  Canal,  that  it  is  being  held  in  San  Francisco, 
Cal.,  and  that  in  its  outstanding  features  it  is  like  the  great 
fairs  or  expositions  that  have  been  held  in  the  United  States 
in  previous  years.  At  the  same  time,  a  somewhat  detailed 
description  of  the  main  physical  features  of  the  exposition 
is  appropriate  here,  especially  since  an  idea  of  the  plan  of 
the  grounds  and  the  arrangement  of  the  buildings  is  a  de- 
sirable, if  not  a  necessary  preliminary  to  a  description  of 
the  road  and  street  exhibits. 

The  exposition  site  is  about  625  acres  in  area  and  is 
situated  in  the  northern  part  of  San  Francisco,  facing  north 
on  San  Francisco  Bay  just  within  the  Golden  Gate.  Its 
eastern  boundaries  are  Fort  Mason  and  Van  Ness  Avenue, 
the  latter  one  of  the  principal  streets  of  the  city.  From 
Van  Ness  .\venue  it  extends  about  two  and  one-half  miles 
to  and  into  the  Presidio,  the  military  reservation  maintained 
by  the  United  States  on  the  southern  shore  of  the  Golden 


Gate.  Its  average  depth  is  apyroximately  one-half  mile.  An 
excellent  idea  of  the  natural  beauty  of  the  site  can  be  had 
from  the  general  view  of  the  exposition  shown  in  the  illus- 
tration at  the  top  of  this  and  the  opposite  page,  in  which 
the  bay  and  the  opposite  shores  can  be  seen. 


KXHIHIT    OK    THK    CHAIN    iJKI/f    CO. 


KXIIIBIT    OF    THE    STANDARD    OIL    CO. 


The  exposition  grounds  are  divided  into  three  sections. 
The  eastern  portion,  designated  as  the  "Zone,"  is  occupied 
chiefly  by  amusement  enterprises  operated  by  private  in- 
dividuals and  companies  under  concessions  from  the  man- 
agement of  the  Exposition.  The  central  or  main  portion  of 
the  site  is  utilized  for  the  buildings  accommodating  the  ex- 
hibits and  is  known  as  the  Division  of  Exhibits.  To  the 
west  of  this  is  the  third  of  the  principal  divisions  which  is 
utilized  for  the  buildings  of  various  states  and  nations.  In 
addition  to  these  main  divisions  of  the  grounds  there  is  a 
special  area  devoted  to  the  live  stock  exhibits.  This  is  situ- 
ated west  of  the  national  and  state  buildings  and  is  within 
the  boundaries  of  the  Presidio.  Beyond  the  live  stock  ex- 
hibits and  at  the  extreme  west  of  the  Exposition  grounds  is 
a  one-mile  trotting  track,  within  which  are  drill  grounds 
and  aviation  field  and  a  polo  field. 


September  4,  1915 


GOOD    ROADS 


155 


Panama-Pacific  InternationalExposition 


FRANCISCO.    CAL.- 


-LOOKING   NORTH    ACROSS    THE    BAY— TOWER   OF  JEWELS  NEAR  CENTER   OF  THIS   PAGE— SEE  TEXT. 


The  majority  of  the  exhibits— at  least  those  of  special  in- 
terest to  road  builders— are  housed  in  the  buildings  in  the 
Division  of  Exhibits.  These  buildings,  or  "palaces"  as  they 
are  termed,  are  eleven  in  number.  Eight  of  these  palaces 
form  a  quadrangle  which  is   bisected  by  an  avenue  running 


the  eastern  boundary  of  the  quadrangle.  From  the  Court 
of  the  Universe,  the  Venetian  Court  extends  west  to  the 
Court  of  the  Four  Seasons,  passing  between  the  Palaces 
of  Agriculture  and  of  Liberal  Arts.  Sunset  Court,  extend- 
ing west  from  the  Court  of  the  Four  Seasons,  separates 
the  Palace  of  Food  Products  from  the  Palace  of  Education 
and  Social  Economy  and  completes  the  series  of  seven  courts 
bisecting  the  quadrangle.  South  of  the  Court  of  Abundance 
and  between  the  Palace  of  Varied  Industries  and  the  Palace 
of  Manufactures  is  the  Court  of  Flowers.  Extending  south- 
erly from  the  Court  of  the  Four  Seasons  and  separating 
the  Palace  of  Liberal  Arts  from  the  Palace  of  Education 
and  Social  Economy  is  the  Court  of  Palms.  A  court  ex- 
tends south  from  the  Court  of  the  Universe  to  the  main 
entrance  to  the  Division  of  Exhibits,  which  is  at  Chestnut 
and  Scott  Streets.  In  this  Court  at  the  center  of  the  south 
side  of  the  quadrangle  is  the  Tower  of  Jewels,  flanked  on 
the  east  by  the  Palace  of  Manufactures  and  on  the  west  by 
the  Palace  of  Liberal  Arts.  This  tower,  which  architec- 
turally is  the  dominating  feature  of  the  Exposition,  can  be 
distinguished  in  the  large  illustration  on  this  page. 


l-..vtlllJir    OF    THE     BAiUtETT     .MA.M.l' AC  IL  RllNO    CO. 

east  and  west  and  divided  also  by  three  north  and  south 
avenues.  From  east  to  west  the  buildings  in  the  northerly 
row  are  as  follows:  Palace  of  Mines  and  Metallurgy;  Palace 
of  Transportation;  Palace  of  Agriculture  and  Palace  of 
Food  Products.  Those  in  the  southern  row,  from  east  to 
west,  are  as  follows:  Palace  of  Varied  Industries;  Palace  of 
Manufactures:  Palace  of  Liberal  Arts  and  Palace  of  Educa- 
tion and  Social  Economy.  In  the  center  of  the  quadrangle, 
flanked  by  the  Palaces  of  Transportation,  Agriculture,  Lib- 
eral Arts,  and  Manufactures,  is  the  Court  of  the  Universe— 
the  principal  court  in  the  quadrangle.  Extending  east  from 
this  between  the  Palace  of  Transportation  and  the  Palace 
of  Manufactures  is  the  Florentine  Court  which  leads  into 
the  Court  of  Abundance.  From  this  the  Court  of  Mines 
leads  east  between  the  Palace  of  Mines  and  Metallurgy  and 
the   Palace  of  Varied  Industries  to  the  Avenue  of  Progress, 


MUNICIl'AL.  ENGlNEl.Ki.\ 


EXHIBIT 


156 


GOOD    ROADS 


September  4,  1915 


KXHIBIT   OF   THE    A.    U.    YOUNG   MACHINERY   CO.— INCLUD ING    THE     CHAIN     BELT     CO.,     CHAS.     HVASS     &     CO.,     THE 
KELLY-SPRINGFIELD  ROAD  ROLLER  CO.,  THE  WATERLOO    CEMENT  MACHINERY  CO.,  AND  THE  WATSON  WAGON  CO. 

The  Palace  of  Machinery  is  situated  just  east  of  the  Palace 
of  Mines  and  Metallurgy,  and  the  Palace  of  Varied  Indus- 
tries, from  which  it  is  separated  by  the  Avenue  of  Progress. 
The  PaUce  of  Fine  Arts  occupies  a  corresponding  site  op- 


the  Palace  of  Transportation,  most  of  them  being  in  the 
Palace  of  Machinery.  In  the  following  paragraphs  are  listed 
the  manufacturers  and  dealers  who  have  exhibits.  In  most 
cases,   brief   descriptions    of   the   exhibits   are   included,   and 


EXHIBIT   OF    THE    KEUFFEL    &    ESSER    CO. 

posite  the  west  end  of  the  quadrangle.  The  Palace  of  Horti- 
culture is  situated  south  of  the  quadrangle  at  its  western  end. 
The  majority  of  the  exhibits  of  road  machinery  and  ma- 
terials are  situated  in  the  Palace  of  Machinery,  the  Palace 
of   Mines  and   Metallurgy,   the   Palace   of   Liberal   Arts   and 


EXHIBIT   OF   W 


many  of  the  exhibits  are  shown  in  the  accompanying  illus- 
trations. 

Austin-Western  Road  Machinery  Co.,  Chicago,  111.,  Palace 
of  Machinery. — Road  machines,  rock  crushers,  scrapers, 
plows,  drags,  scarifiers  and  a  general  line  of  road  machinery. 


Ji    J  '^"^  EDWARD  R.  BACON  CO.— INCLUDING  THE  BAKER  MFG.  CO.,  THE  J.  C.  BIEGERT  MACHINE  WORKS 

^^^  MACHINE    SHOPS,    THE    FOOTE    MFG.    CO.,     THE    GALION    IRON    WORKS    &    MFG     CO      M     HAYNES 

THB    JAEOBR    MACHINE    CO..    THE    ORENSTEIN-ARTHUR  KOPPEL  CO.,  THE  PAWLING  &  HARNISHFEGER     ' 
CO.,    THE    TROT    WAGON    WORKS    CO.,    THE    UNIVERSAL    CRUSHER    CO.,    AND    THE 

C.  J.  YOUNG  IRON  WORKS. 


September  4,  1915 


GOOD    ROADS 


157 


Edward  R.  Bacon  Co.,  San  Francisco,  Cal.,  Palace  of 
Machinery.  Representative  of  the  following  concerns:  Baker 
Mfg.  Co.,  Springfield,  111.;  J.  C.  Biegert  Machine  Works;  Erie 
Machine  Shops,  Erie,  Pa.;  Foote  Mfg.  Co.,  Nunda,  N.  Y.; 
Gallon  Iron  Works  &  Mfg.  Co.,  Gallon,  Ohio;  M.  Haynes; 
Jaeger  Machine  Co.,  Columbus,  Ohio;  Orenstein-Arthur 
Koppel  Co.,  Koppel,  Pa.;  Pawling  &  Harnischfeger  Co.,  Mil- 
waukee, Wis.;  Troy  Wagon  Works  Co.,  Troy,  Ohio;  Uni- 
versal Crusher  Co.,  and  C.  J.  Young  Iron  Works.  (For 
description  of  exhibits  see  each  company.) 

Baker  Mfg.  Co.,  Springfield,  111.,  Palace  of  Machinery  (rep- 
resented by  the  Edward  R.  Bacon  Co.,  San  Francisco,  Cal.). 
—20th  Century  graders,  Maney  4-wheeled  scraper,  Baker 
"dustless  pick-up"  street  sweeper. 

Barber  Asphalt  Paving  Co.,  Philadelphia,  Pa.,  Palace  of 
Education  and  Palace  of  Agriculture.— Moving  pictures  show- 
ing the  production  and  use  of  Trinidad  and  Bermudez  asphalt. 
Barrett  Mfg.  Co.,  New  York,  N.  Y.,  Palace  of  Mines  and 
Metallurgy.— Tarvia,  paving  pitch,  oils  for  treating  wood 
blocks,  models  showing  methods  of  using  the  company's 
products  in  road  and  street  work,  photographs. 


EXHIBIT    OF    THE    UNIVERSAL,    PORTLAND    CEMENT    CO. 


Y.,  Palace  of 
tachymeters, 


EXHIBIT    OP    THE    BAUSCIi 


Columbia  River  Highway  Chamber  of  Commerce,  Port- 
land, Ore.,  Palace  of  Transportation.— Painting  of  the  Co- 
lumbia River  Highway. 


Bausch  &  Lomb  Optical  Co.,  Rochester,  N 
Liberal  Arts.— Transits,  levels,  theodolites, 
alidades  and  other  optical  instruments. 

J.  C.  Biegert  Machine  Works,  Palace  of  Machinery  (repre- 
sented by  the  Edward  R.  Bacon  Co.,  San  Francisco,  Cal.).— 
Biegert  drum  hoist  and  Wallace  concrete  bucket  hoist  and 
concrete  distributing  system. 

Bremen  Mfg.  Co.,  Bremen,  Ohio,  Palace  of  Machmery 
(represented  by  the  Graves-Spears  Road  Machinery  Co.,  Oak- 
land, Cal.). 

Buffalo  Steam  Roller  Co.,  Buffalo,  N.  Y.,  Palace  of  Ma- 
chinery (represented  by  the  Graves-Spears  Road  Machinery 
Co.).— Three-wheeled  and  tandem  road  rollers. 

Chain  Belt  Co.,  Milwaukee,  Wis.,  Palace  of  Machinery 
(represented  by  A.  L.  Young  Machinery  Co.,  San  Francisco, 
Cal.).— No.  12  Chain  Belt  paver,  equipped  with  gasoline  en- 
gine with  20-ft.  delivery  boom  and  bucket,  and  a  No.  6 
Rex  mixer. 

C.  H.  &  E.  Mfg.  Co.,  Milwaukee,  Wis.,  Palace  of  Machm- 
ery.—General  line  of  contractors'  and  road  making  equip- 
ment. 


EXHIBIT  OF  THE  GRAVES-SPEARS  ROAD  MACHINERY  CO., 

INCLUDING    THE    BREMEN    MFG.    CO.,    THE    BUFFALO 

STEAM    ROLLER    CO.,    THE    INDESTRUCTIBLE    SIGN 

CO.,    THE    OHIO    ROAD    MACHINERY    CO.,    THE 

POWER   &   MINING   MACHINERY   CO.,    SMITH 

&  SONS,  AND  THE  F.  B.   ZIEG  MFG.  CO. 

Concrete  Appliance  Co.,  Los  Angeles,  Cal.,  Palace  of  Ma- 
chinery.— Concrete  mixers. 

Erie  Machine  Shops,  Erie,  Pa.,  Palace  of  Machinery  (rep- 


EXHIBIT  OF  THE  U.  S.  OFFICE  OP  PUBLIC  ROADS. 


158 


GOOD    ROADS 


September  4,  1915 


'resented  by  the  Edward  R.  Bacon  Co.,  San  Francisco,  Cal). 
— S-ton  tandem  asphalt   roller. 

Foote  Mfg.  Ca.  Nunda.  N.  Y.,  Palace  of  Machinery  (rep- 
resented by  the  Edward  R.  Bacon  Co.,  San  Francisco,  Cal.). 
— Foote  paving  mixer. 

Galion  Iron  Works  &  Mfg.  Co.,  Galion,  Ohio,  Palace  of 
Machinery  (represented  by  the  Edward  R.  Bacon  Co.,  San 
Francisco.  Cal.). — Scarifiers  and  various  sizes  of  Premier  and 
Ideal  road  grading  machines,  cast  iron  and  corrugated  iron 
culvert  pipe. 

Graves-Spears  Road  Machinery  Co.,  Oakland,  Cal.,  Palace 
of  Machinery. — .\  general  line  of  road  machinery  (also  street 
signs).  Representatives  of  Bremen  Mfg.  Co.,  Bremen,  Ohio; 
Buffalo  Steam  Roller  Co.,  Buffalo,  N.  Y.;  Indestructible 
Sign  Co.,  Columbus,  Ohio;  Ohio  Road  Machinery  Co.,  Ober- 
lin.  Ohio;  Power  &  Mining  Machinery  Co.,  Cudahy,  Wis.; 
Smith  &  Sons,  Kansas  City,  Mo.;  the  F.  B.  Zieg  Mfg.  Co., 
Fredericktown,  Ohio. 

W.  &  L.  E.  Gurley,  Troy.  N.  Y.,  Palace  of  Liberal  Arts.— 
Engineering  and  surveying  instruments,  balances,  weights. 
measures,  thermometers  and  similar  goods. 

Harron,  Rickard  &  McCone,  San  Francisco,  Cal.,  Palace 
of  Machinery. — Concrete  mixers  and  road  making  equipment. 
Representing  the   Koehring   Machine  Co..   Milwaukee,  Wis. 


•    ■■■      J'HI-;    KuKHKlNG    MACHINK    CO.     (IN    THE 

EXHIBIT  OP  HARRON.  RICKARD  &  McCONE). 

M.  Haynes,  Palace  of  Machinery  (represented  by  the  Ed- 
ward R.  Bacon  Co.,  San  Francisco,  Cal.).— Haynes  "Univer- 
tal"  road  building  machine. 

Headley  Good  Roads  Co.,  Philadelphia,  Pa.,  Palace  of  Ma- 
chinery.— Road  making  appliances. 

Chas.  Hvass  &  Co..  New  York,  N.  Y.,  Palace  of  Machin- 
ery (represented  by  A.  L.  Young  Machinery  Co.,  San  Fran- 
cisco. Cal.). — Street  cleaning  machinery,  asphalt  distributor. 

Indestructible  Sign  Co.,  Columbus,  Ohio,  Palace  of  Ma- 
chinery (represented  by  the  Graves-Spears  Road  Machinery 
Co.,  Oakland,  Cal.).— Street  signs. 

Iroquois  Iron  Works,  (Barber  Asphalt  Paving  Co.), 
Buffalo,  N.  Y.,  Palace  of  Machinery  (represented  by  Par- 
rot t  &  Co.,  San  Francisco,  Cal.).— Iroquois  roller,  Iroquois 
melting  kettle,   Iroquois  paving  tools. 

Jaeger  Machine  Co.,  Columbus,  Ohio,  Palace  of  Machin- 
ery (represented  by  the  Edward  R.  Bacon  Co.,  San  Fran- 
cisco. CaL).— "Big-an-Little"  concrete  mixers  of  various  sizes. 

Kelly-Springfield  Road  Roller  Co.,  Springfield,  Ohio,  Palace 
of  Machinery  (represented  by  the  A.  L.  Young  Machinery 
Co.,  San  Francisco,  Cal.).— Steam  and  gasoline  road  rollers. 

Kenffel  &  Esser  Co..  Hoboken,  N.  J..  Palace  of  Liberal 
Arts.— Engineering  and  surveying  instruments,  drawing  in- 
struments and  materials. 

Koehring   Machine   Co..   Milwaukee,   Wis.,    Palace   of   Ma- 


chinery (represented  by  Harron,  Rickard  &  McCone).^Con- 
crete  mixers. 

The  .\.  Lietz  Co.,  Palace  of  Liberal  Arts. — Surveying  in- 
struments. 

Meese  &  Gottfried  Co.,  San  Francisco,  Cal.,  Palace  of  Ma- 
chinery.— .\sphalt  mixers. 

Municipal  Engineering  &  Contracting  Co.,  Chicago,  111., 
Palace  of  Machinery. — Street  paving  mixers. 

Ohio  Road  Machinery  Co.,  Oberlin,  Ohio,  Palace  of  Ma- 
chinery (represented  by  the  Graves-Spears  Road  Machinery 
Co.,  Oakland,  Cal.). — Road  machinery. 

A.  S.  Olney,  Oakland,  Cal.,  Palace  of  Machinery. — Con- 
crete mixer. 

Orenstein-.^rthur  Koppel  Co.,  Koppel,  Pa.,  Palace  of  Ma- 
chinery (represented  by  the  Edward  R.  Bacon  Co.,  San  Fran- 
cisco, Cal.). — Side  dump  car  and  portable  track. 

Pacific  Coast  Highway  Association,  Palace  of  Transporta- 
tion.— Bas  relief,  about  400  ft.  long,  showing  road  from  Can- 
ada to  Mexico. 

Parrott  &  Co.,  San  Francisco,  Cal..  Palace  of  Machinery. — 
Graders,  rollers,  mixers,  engines,  etc. 

Pawling  &  Harnischfeger  Co.,  Milwaukee,  Wis.,  Palace  of 
Machinery  (represented  by  the  Edward  R.  Bacon  Co.,  San 
Francisco,  Cal.). — Trench  excavating  machinery  and  traction 
tamping,  asphalt  cutting  and  concrete  breaking  machine. 

Power  &  Mining  Machinery  Co.,  Cudahy,  Wis.,  Palace  of 
Machinery  (represented  by  the  Graves-Spears  Road  Ma- 
chinery Co.,  Oakland,  Cal.). 

Russell  Grader  Mfg.  Co.,  Minneapolis,  Minn.,  Palace  of 
Machinery. — Graders  and  other  earth  handling  machinery. 

Smith  &  Sons,  Kansas  City,  Mo.,  Palace  of  Machinery 
(represented  by  the  Graves-Spears  Road  Machinery  Co.,  Oak- 
land, Cal.). — Dump  wagon  and  road  grader. 

Standard  Oil  Co.,  San  Francisco,  Cal.,  Palace  of  Mines  and 
Metallurgy. — Samples  of  road  oils  and  other  materials,  with 
sections  and  cross  sections  of  pavements  in  which  these  ma- 
terials are  used. 

Troy  Wagon  Works  Co.,  Troy,  Ohio,  Palace  of  Machinery 
(represented  by  the  Edward  R.  Bacon  Co.,  San  Francisco, 
Cal.). — Ajax  dump  wagon. 

Office  of  Public  Roads  and  Rural  Engineering,  U.  S.  De- 
partment of  Agriculture,  Washington,  D.  C,  Palace  of  Ma- 
chinery.— Models  of  roads  and  road  machinery,  and  photo- 
graphs. 

United  States  Steel  Corporation,  New  York,  N.  Y.,  Palace 
of  Mines  and  Metallurgy. — Corrugated  culverts. 

Universal  Crusher  Co.,  Palace  of  Machinery  (represented 
by  the  Edward  R.  Bacon  Co.,  San  Francisco,  Cal.).— Rock 
crusher. 

Universal  Portland  Cement  Co.,  Chicago,  111.,  Palace  of 
Mines  and  Metallurgy  (in  exhibit  of  the  United  States  Steel 
Corporation). — A  series  of  five  arches,  one  of  which  is  de- 
voted to  a  painting  showing  the  application  of  concrete  to 
roads. 

Washington  State  Highway  Department,  Olympia,  Wash., 
Palace  of  Transportation.— Bas  relief,  1.000  ft.  long. 

Waterloo  Cement  Machinery  Co.,  Waterloo,  la..  Palace  of 
Machinery  (represented  by  the  A.  L.  Young  Machinery  Co., 
San  Francisco,  Cal.). — Concrete  mixers. 

The  Watson  Wagon  Co.,  Canastota,  N.  Y.,  Palace  of  Ma- 
chinery (represented  by  the  A.  L.  Young  Machinery  Co.).— 
Dump  wagon. 

A.  L.  Young  Machinery  Co.,  San  Francisco,  Cal.,  Palace  of 
Machinery.— General  line  of  road  machinery.  Representa- 
tives of  the  Chain  Belt  Co.,  Milwaukee,  Wis.;  Chas.  Hvass  & 
Co.,  New  York.  N.  Y.;  Kelly-Springfield  Road  Roller  Co., 
Springfield,  Ohio;  Waterloo  Cement  Machinery  Co.,  Water- 
loo, la.;  Watson  Wagon  Co.,  Canastota,  N.  Y. 

C.  J.  Young  Iron  Works,  Palace  of  Machinery  (represent- 
ed by  the  Edward  R.  Bacon  Co.,  San  Francisco,  Cal.).— Ij/^- 
cu.  yd.  clam  shell  bucket  and  1-cu.  yd.  drag  scraper. 


September  4,  1915 


GOOD    ROADS 


159 


EXHIBIT    OP    THE    HUSSELL    GRADER    MFG.    CO. 

The  F.  B.  Zieg  Mfg.  Co.,  Fredericktown,  Ohio,  Palace  of 
Machinery  (represented  by  the  Graves-Spears  Road  Machin- 
ery Co.). — Levelers  and  Scrapers. 

In  addition  to  the  exhibits  listed,  there  are  several  ex- 
hibits by  state  highway  departments  which  are  shown  in 
connection  with  other  state  exhibits.  There  is  also  a  large 
painting  of  El  Camino  Real  and  a  large  topographical  map  of 
the  United  States  showing  the  Lincoln  Highway.  Both  of 
these  are  exhibited  in   the  Palace  of  Transportation. 


The  Institute  of  Paving  Brick  Manufacturers 

An  organization  of  paving  brick  makers  known  as  the 
Institute  of  Paving  Brick  Manufacturers  has  recently  been 
formed. 

The  new  organization,  it  is  stated,  was  formed  for  the  pur- 
pose of  facilitating  a  "more  intensive,  practical  study  into 
brick  making  problems."  Conferences  held  during  the  De- 
troit meeting  of  the  National  Brick  Manufacturers'  Associa- 
tion in  February  of  this  year  led  to  a  meeting  at  Youngs- 
town,  Ohio,  on  May  25.  At  that  time  officers  were  elected 
and  a  committee  was  appointed  to  draw  up  a  constitution 
and  by-laws.  These  were  adopted  at  a  meeting  held  at  Can- 
ton, Ohio,  on  June  29.  The  preamble  to  the  constitution  is, 
in  part,  as  follows: 

"Whereas,  there  are  now  manufactured  in  the  United 
States  of  America,  from  certain  shales  and  clays,  brick  and 
block  especially  made  for  use  in  building  and  constructing 
streets  and  roadways,  and,  as  it  is  desirable  that  such  brick 


and  block  be  manufactured  in  a  manner  best  suited  and 
adapted. for  said  purpose,  therefore,  the  subscribers  hereto 
shall  and  do  constitute  a  society  to  be  known  as  the  Insti- 
tute of  Paving  Brick  Manufacturers." 

The  institute  is  wholly  for  brick  manufacturers,  and  all 
active  members  must  l)e  actively  connected  with  reputable 
companies  manufacturing  paving  bricks.  Men  who  are  not 
brick  makers  but  who  are  engaged  in  furthering  the  interests 
of  the  paving  brick  industry  may  be  admitted  as  associate 
members.  The  dues  of  active  members  are  $20  per  year, 
while  associate  members  pay  $5  for  each  meeting  attended. 
The  officers  must  be  active  members,  and  no  two  of  them 
may  be  identified  with  the  same  concern.  Provisions  have 
been  made  for  committees  on  membership  and  on  programs, 
and  it  is  the  plan  of  the  organization  to  hold  regular  quar- 
terly meetings.  It  is  also  announced  that  the  institute  will 
devote  a  considerable  portion  of  its  time  during  meetings 
to  plant  inspection. 

The  present  officers  of  the  institute  are:  President,  F.  R. 
Kanengeiser;  Vice  President,  D.  E.  Humphrey;  Secretary, 
Robert  Keplinger,  and  Treasurer,  Spencer  M.   Duty. 

The  next  meeting  of  the  organization  will  be  held  at  Al- 
ton, III.,  on  Sept.  22.  It  is  announced  that  all  paving  brick 
manufacturers  are  invited  to  attend  this  meeting  and  that 
full  particulars  may  be  obtained  from  the  Secretary,  who 
may  be  addressed  in  care  of  the  Metropolitan  Paving  Brick 
Co.,  Canton,  Ohio. 


The  Puente  Cabrillo  at  San  Diego,  California 

In  the  accompanying  illustration  is  shown  the  Puente 
Cabrillo  at  San  Diego,  Cal.,  a  concrete  highway  bridge 
which,  from  an  engineering  point  of  view,  is  by  no  means 
the  least  interesting  structure  to  be  seen  at  the  San  Diego- 
Panama-California    Exposition. 

The  structure  has  a  total  length  of  1,010  ft.,  with  long 
approaches  from  the  outer  gate  at  the  foot  of  Laurel  St. 
and  from  the  Plaza  de  California,  which  constitutes  the  real 
entrance  to  the  exposition  proper.  It  spans  a  canyon  135 
ft.  deep  and  consists  of  a  series  of  semi-circular  arches  of 
comparatively  short  span.  Each  pier  consists  of  two  piers 
joined  near  the  top  by  a  semi-circular  arch.  Each  arch 
span  is  cut  completely  through  at  the  crown.  The  cost  of 
the   bridge  was  approximately  $200,000. 

The  bridge  carries  an  asphalt  pavement  with  a  sidewalk 
on  each  side. 

The  structure  follows  the  general  lines  of  Spanish  arqhi- 
tecture,  this  scheme  being  carried  out  by  the  electric  lamps 
on  the  parapets,  which  are  designed  to  imitate  old  Spanish 
oil  lamps. 


EXHIBIT  OK  THE  A.  I^IKTZ  (JO. 


THE   PUENTE   CABRILLO,  SAN   DIEGO,   CAL. 


160 


GOOD    ROADS 


September  4,  1915 


The  Use  of  Hydrated  Lime  in  Concrete  Roads 

By  L.  N.  WHITCRAFT* 


The  problem  to  be  solved  in  building  permanent  roads 
seems,  at  first  thought,  to  be  an  easy  one.  But  when  one 
•tops  to  consider  the  change  which  has  taken  place  in  traf- 
fic conditions  during  the  past  generation  it  makes  one  wonder 
what  kind  of  treatment  the  roads  which  are  now  being  built 
will  be  called  apon  to  withstand. 

A  road  should  properly  be  built  for  the  future  as  well  as 
for  the  present.  The  highway  engineer  is,  therefore,  called 
upon  to  design  roads  which  not  only  may  justly  be  called 
permanent  under  present  conditions,  but  must  also  be  ser- 
viceable for  the  heavier  traffic  which  is  bound  to  come. 

No  road  surface  is  "permanent"  in  the  strict  sense  of  the 
word,  for  all  require  repairs  from  time  to  time  to  keep  them 
continuously  in  good  condition.  Concrete  probably  ap- 
proaches more  closely  to  the  ideal  standard  of  permanency 
than  any  other  present  day  type  of  road.  As  is  the  case 
with  everything  else  into  which  the  human  equation  enters, 
there  are  some  good  concrete  roads  and  some  which  are 
not  so  good.  The  addition  of  hydrated  lime  to  concrete 
will  not  overcome  serious  defects  in  workmanship,  but  it 
will  materially  decrease  the  danger  of  building  a  poor  road. 

Such  defects  as  cracking  and  stone  pockets,  or  "soft 
spots,"  in  the  concrete  slab  are  probably  the  most  com- 
mon causes  of  concrete  road  failures,  and  it  must  be  admit- 
ted that  any  treatment  or  precaution  that  will  eliminate  or 
reduce  to  a  great  extent  the  liability  to  these  defects  in  the 
slab  will  be  of  marked  advantage,  as  well  as  of  great  aid 
in  placing  concrete  roads  in  the  "permanent"  class. 

The  successful  future  of  concrete  roads  depends  upon  firm 
adherence  to  superior  quality  concrete.  Subgrading  and 
drainage  may  be  good  and,  of  course,  are  necessary  for  any 
road  that  is  to  endure,  but  the  final  criterion  of  a  concrete 
road  as  distinguished  from  other  constructions  is  the  in- 
tegrity and  durability  of  the  material  itself— the  quality  of 
the  concrete.  The  service  to  be  rendered  by  concrete  in  no 
other  structure  calls  for  such  perfect  quality  of  material 
as  is  demanded  in  a  road. 

From  tests  and  experiments,  both  in  laboratory  and  in 
actual  practice,  we  are  led  to  believe  that  the  fundamental 
causes  of  cracking  and  stone  pockets  in  concrete  roads  are 
as  follows: 

First,  lack  of  plasticity  and  homogeneity  of  the  concrete, 
which  are  prime  requisites  in  all  concrete. 

Second,  segregation  of  the  aggregates  while  mixing  and 
placing. 

Third,  shrinkage  during  the  preliminary  hardening  period, 
or  between  the  time  the  concrete  is  placed  and  the  time  it 
begins  its  initial  set.  During  this  period,  the  concrete  has 
no  strength  to  resist  shrinkage  strains,  so  that  incipient  frac- 
tures may  develop,  which  later  become  cracks  and  lines  of 
weakness. 

Fourth,  porosity  of  the  slab,  permitting  of  the  alternate 
absorption  and  expulsion  of  moisture.  This  variation  in 
moisture  content,  more  than  changes  in  temperature,  affects 
the  volume  and  produces  expansion  and  contraction. 

Fifth,  lack  of  uniformity  in  the  finished  concrete,  resulting 
in  pockets  of  material  of  unequal  ability  to  resist  wear,  with 
the  resultant  production  of  holes  and  ruts  so  difficult  ot 
repair. 

Recent  investigations  and  experiments  by  prominent  engi- 
neers looking  to  the  elimination  of  these  defects— which  con- 
stitute road  failures— and  for  a  more  nearly  permanent  road, 
have  led  them  to  recognize  in  hydrated  lime  an  effective! 
safe  and  suitable  material  which  may  be  used  as  an  admix- 
ture with  concrete  to  overcome,  or  at  least  to  neutralize, 

if:^Mr°.*r';'si.s/;is,'s.''  ""•  ^""*"  ■"  '"•  '"'"°"^'  ""■« 


these  defects,  thereby  obtaining  a  degree  of  permanency  in 
concrete  road  construction  not  heretofore  realized.  The 
results  also  show  that  the  addition  of  hydrated  lime  facili- 
tates the  handling  and  placing  of  the  concrete,  and  is  pro- 
ductive of  the  following  results: 

1.  It  increases  the  plasticity  and  homogeneity  of  the 
mass,  causing  the  concrete  to  flow  more  readily  into  place 
and  increasing  the  covering  capacity  and  spreading  qualities 
of  the  cement. 

2.  It  reduces  to  a  minimum  the  tendency  to  segregation. 

3.  It  causes  the  retention  of  a  sufficient  amount  of  mois- 
ture in  the  concrete  while  setting  to  aid  further  hydration 
of  the  cement  and  to  reduce  the  risk  of  shrinkage  cracking. 

4.  Being  a  void  preventive,  it  renders  the  slab  less  porous 
and  more  impermeable,  largely  reducing  the  alternate  ab- 
sorption and  expulsion  of  moisture,  thereby  minimizing  ex- 
pansion, contraction,  internal  .stresses,  and  cracking,  which 
arise  mostly  from  changes  in  moisture  content. 

5.  It  produces  density  and  uniformity  in  the  finished  con- 
crete, thereby  adding  to  the  life  and  efficiency  of  the  road 
by  elimination  of  stone  pockets  and  other  sources  of  irregu- 
larity in  strength. 

Cement  mortars  and  concretes  are  naturally  harsh  and 
coarse  working,  and  unless  they  are  wet  and  sloppy  they 
are  very  difficult  to  handle.  It  is  in  endeavoring  to  over- 
come this  lack  of  plasticity  that  an  excess  of  water  is  added 
to  the  extent  of  causing  segregation,  and  in  addition  to 
aggravating  this  condition  it  prevents  the  uniform  distribu- 
tion of  the  cement  throughout  the  mass,  upon  which  factor 
the  durability  of  the  concrete  is  more  dependent  than  it  is 
upon  the  proportion  of  cement  used. 

The  direct  effect  of  the  addition  of  hydrated  lime  to  cement 
mortars  and  concretes  is  to  make  a  fat,  viscous  mortar  of 
great  plasticity,  which  is  more  easily  mixed,  thus  producing 
a  smooth  flowing  mass  without  the  marked  tendency  towards 
segregation.  This  lack  of  plasticity  in  cement  mortars  and 
concretes  is  largely  due  to  the  slow  solubility  of  the  cement, 
for  when  first  mixed  they  contain  practically  no  colloids,  in 
consequence  of  which  such  mortars  are  short  and  non- 
plastic  and  offer  but  little  resistance  to  the  loss  of  water, 
either  by  gravity  or  by  evaporation.  The  addition  of  hy- 
drated lime  provides  the  necessary  colloid,  which,  besides 
retaining  the  water,  makes  the  mortar  or  concrete  more 
plastic  and  easier  working,  and  reduces  to  a  minimum  the 
segregation  of  the  aggregates  while  mixing  and  placing,  re- 
sulting in  a  homogeneous,  dense  and  uniform  mass.  The 
affinity  of  hydrated  lime  for  water  enables  the  mass,  when 
placed,  to  retain  an  excess  amount  of  moisture.  When  no 
hydrated  lime  is  present,  this  is  usually  lost  through  seepage 
or  evaporation.  The  excess  water  enables  the  concrete  to 
reach  its  initial  set  without  the  development  of  shrinkage 
cracks,  and  aids  further  hydration  of  the  cement. 

It  is  not  now  believed  that  cracking  in  concrete  surfaces 
is  due  wholly  to  temperature  changes,  or  to  subgrade  con- 
ditions, for  it  has  been  clearly  demonstrated,  and  is  now 
generally  accepted,  that  variations  in  moisture  content 
have  a  greater  effect  than  changes  in  temperature  in  pro- 
ducing  expansion   and   contraction. 

With  cracks  in  the  slab  reduced  to  a  minimum,  the  ques- 
tion naturally  arises  as  to  the  spacing  of  transverse  joints, 
or  even  the  necessity  for  joints.  The  occurrence  of  trans- 
verse cracking  has  proven  just  as  erratic  in  slabs  with  the 
joints  spaced  30  ft.  apart,  as  in  those  spaced  from  60  to  100 
ft.  apart,  so  that  with  volume  change  minimized  by  preclud- 
ing the  changes  of  moisture  content  it  would  seem  advisable 
to  build  concrete  roads  without  joints,  except  at  the  end  of  a 


September  4,  1915 


GOOD    ROADS 


161 


day's  work.  It  is  not  to  be  expected,  however,  that  a  slab 
of  the  average  thickness  and  high  content  of  cement,  as  is 
now  generally  specified,  can  undergo  the  process  of  setting 
without  yielding  to  the  shrinkage  stresses,  yet  it  is  possible 
to  eliminate  to  a  great  extent  such  forces  of  rupture  by 
using  a  leaner  mixture,  which  is  less  subject  to  volume 
change,  and  by  the  addition  of  hydrated  lime,  which  prevents 
voids  and  porosity  in  the  slab. 

Laboratory  tests  to  determine  volumetric  changes  have 
demonstrated  that  when  hydrated  lime  is  added,  the  test 
pieces  remain  practically  constant  in  volume  up  to  the  48- 
hour  period.  This  fact  explains  the  absence,  or  reduction 
of,  the  tendency  to  crack,  noted  in  practical  work,  as  during 
the  preliminary  hardening  period  they  remain  practically 
without  change  of  volume,  and  there  is  opportunity  for  the 
cement  to  obtain  greater  strength  and  sufficient  coherence 
to  resist  the  stress  due  to  shrinkage. 

The  rendering  of  the  mass  highly  plastic  and  homogeneous 
produces  density,  uniformity  and  greater  strength  in  the 
finished  concrete,  thereby  adding  much  to  the  life  and 
efficiency  of  the  road,  because  of  uniform  resistance  to  wear. 

It  is  not  to  be  expected  that  the  use  of  hydrated  lime  will 
preclude  or  overcome  the  possibility  of  defects  in  concrete 
roads  built  under  unfavorable,  conditions,  but  it  has  been 
actually  demonstrated  that  the  addition  of  hydrated  lime  will, 
to  a  very  great  extent,  overcome  such  defects  as  cracking 
and  soft  spots  and  generally  improve  the  durability  and 
wearing  qualities  of  any  properly  constructed  concrete  road 
where  conditions  and  workmanship  are  such  as  would 
ordinarily  be  expected  to  result  in  a  satisfactory  road  with- 
out the  use  of  hydrated  lime. 

The  practical  development  of  the  use  of  hydrated  lime  in 
concrete  road  construction  is  most  important,  for  conclusions 
drawn  from  extensive  work  indicate  that  much  better  and 
more  permanent  concrete  results  from  the  judicious  addition 
of  hydrated  lime. 


The  Production  of  Natural  Asphalts 
During   1914 

A  recent  bulletin  of  the  United  States  Geological  Survey, 
as  was  noted  in  the  issue  of  August  14,  stated  that  the  output 
of  natural  asphalt  in  1914  amounted  to  77,588  short  tons, 
valued  at  $630,623.  The  possibility  of  misunderstanding 
these  figures  has  lately  been  pointed  out  by  the  producers 
of  lake  asphalts. 

The  statement  to  which  reference  has  been  made,  is,  in 
part,  as  follows: 

"As  the  term  'natural  asphalt'  is,  in  the  language  of  the 
industry,  exclusively  applied  to  native  bitumens  such  as 
Trinidad  Lake  asphalt  and  Bermudez  Lake  asphalt,  it  seems 
desirable  to  explain  that  as  used  by  the  Geological  Survey 
natural  asphalt  includes  only  gilsonite,  elaterite,  grahamite, 
bituminous  limestone  and  bituminous  sandstone.  In  other 
words,  the  total  of  77,588  tons  of  'natural  asphalt'  does  not 
include  the  production  of  Trinidad  and  Bermudez,  or  any 
other  natural  asphalt,  as  this  phrase  is  understood  in  the 
industry." 


Increased  Curb  Radii  at  Street  Intersections 

The  improvement  that  can  be  effected  at  a  street  corner 
by  increasing  the  radius  of  the  curve  at  the  curb  line  is 
shown  by  the  accompanying  illustrations,  one  of  which 
shows  the  usual  short  radius  curve  and  the  other  a  concrete 
curb  at  a  corner  where  the  radius  of  the  curve  connecting 
the  two  tangents  has  been  lengthened. 

It  is  impossible  to  drive  an  automobile  around  a  corner 
where  the  curb  is  of  the  usual  construction,  at  a  moderate 


TYPICAL     CORNER     AT     A     STREET     INTERSECTION— TWH: 

CURBS     ON     THE     TWO     INTERSECTING     STREETS 

CONNECTED  BY  A  CURVE  OF  SHORT  RADIUS. 

rate  of  speed,  and  still  keep  the  machine  on  the  proper  side 
of  the  pavement  immediately  after  making  the  turn.  The 
radius  of  the  usual  quarter  circle  in  the  curb  is  often  not 
more  than  one  or  two  feet,  and  the  driver  can  not  commence 
to  turn  until  the  car  has  practically  passed  the  corner.  In 
such  cases,  a  driver  approaching  an  intersecting  street  into 
which  he  desires  to  turn  has  either  to  cross  to  the  left-hand 
side  of  the  street  in  which  he  is  driving  before  reaching  the 
corner  or  else  has  to  cross  the  center  line  of  the  intersecting 
street.  In  either  case,  the  way  in  which  he  has  to  handle  his 
car  is  both  awkward  and  a  possible  source  of  danger  to 
himself  and  to  others. 

Increasing  the  radius  of  the  curve  at  the  intersection  will 
permit  driving  most  cars  around  the  corner  at  about  the 
same  distance  from  the  curb  as  the  driver  has  kept  on  the 
approaching  street  and  makes  is  unnecessary  to  drive  the 
car  across  the  center  line  of  the  street  into  which  the  turn 
is  made.  The  second  illustration  shows  such  a  construction 
at  the  corner  of  Lincoln  Parkway  and  Diversey  Boulevard  in 
Chicago. 

The  increased  radius  is  especially  advantageous  at  boule- 
vard intersections  or  at  intersections  where  either  one  of 
the  streets  is  a  boulevard  or  other  thoroughfare  carrying 
considerable  traffic.  The  increased  radius  makes  for  both 
convenience  and  safety  and,  in  addition,  often  enhances  the 
appearance  of  the  intersection. 


!  'i.Jt^M 

1 

f  «i^^*'5J 

^ 

STREET    INTERSECTION    WITH    CURB    LAID    ON    A    LONG- 
RADIUS  CURVE — CORNER  OP  LINCOLN   DRIVEWAY 
AND  DIVERSEY  BOULEVARD,  CHICAGO,   ILL. 


162 


GOOD    ROADS 


September  4,  1915 


Bituminous  Paving  Brick 

Tfcere  bu  recently  been  brought  out  a  new  paving  block 
which  has  been  designated  by  the  inventor  as  a  bituminous 
paving  brick.  The  block  is  essentially  a  brick  treated  with 
bitumen  in  much  the  same  manner  as  a  wood  paving  block 
is  treated  with  the  preservative.  It  is  the  invention  of  Claud 
E,  Fuller,  of  Oakland,  Cal.,  who  introduced  the  vertical  fibre 
paving  brick. 

The  blocks  are  made  from  ordinary,  side  wire-cut  brick 
which  absorb  not  over  12  per  cent,  of  moisture  after  being 
immersed  for  48  hours  and  have  a  crushing  strength  of  not 
less  than  3,500  lbs.  per  sq.  in.  Upon  their  receipt  at  the 
plant  they  are  piled  on  especially  constructed  steel  pal- 
lets, designed  to  fit  upon  steel  trucks  which  run.  on  tracks 
in  the  plant,  as  shown  in  the  accompanying  illustration. 
Each  pallet  holds  1,100  bricks.  The  loaded  trucks  are  placed 
in  a  pre-heating  chamber,  the  interior  of  which  is  maintained 
at  a  temperature  of  400*  F.  until  the  bricks  have  been  freed 
from  moisture  and  have  expanded.  This  operation  takes 
from  two  to  four  hours,  depending  upon  the  amount  of 
moisture  in  the  bricks. 

.After  this  treatment  the  bricks  are  taken  in  batches  of  nine 
truck  loads  to  the  treating  chamber.  This  is  an  especial- 
ly constructed  steel  tube,  6  ft.  in  diameter,  inside,  and  36  ft. 
long,  built  to  withstand  a  working  pressure  of  200  lbs.  per 
sq.  in.  This  tube  is  enclosed  in  a  brick  furnace,  so  arranged 
as  to  distribute  the  heat  as  nearly  uniformly  as  possible  to 
all  parts  of  the  tube.  After  the  bricks  are  placed  in  the 
chamber,  which  is  shown  in  the  illustration  previously  re- 
ferred to,  the  door  is  closed  tightly  and  the  temperature 
raised  to  350°  F.  The  air  is  then  extracted  from  the  cham- 
ber by  means  of  a  special  combination  pressure  and  vacuum 
pump,  which  is  capable  of  handling  1,000  cu.  ft.  of  free  air 
per  minute.  A  25-in.  vacuum  is  produced  in  the  treating 
chamber  in  from  10  to  20  minutes.  The  treatment  is  con- 
tinued for  one  hour  in  order  to  insure  the  extraction  of  all 
the  air  in  the  bricks  and  also  to  produce  uniform  expansion 
of  the  bricks. 

An  asphalt  melting  tank,  having  a  capacity  of  25  tons 
of  melted  asphalt,  is  situated  directly  over  the  treating 
chamber.  The  tank  is  heated  by  a  special  furnace  and 
also  receives  the  heat  from  the  fire  of  the  furnace  sur- 
rounding the  treating  chamber.  In  addition,  heat  is  sup- 
plied by  steam  coils,  placed  horizontally  within  the  tank. 
These  coils  have  a  heating  surface  of  1,200  sq.  ft.  and  are 
operated  under  a  pressure  of  100  lbs.  per  sq.  in. 

After  the  completion  of  the  vacuum  treatment,  the  melted 
asphalt,  which  has  been  brought  to  a  temperature  of  350°  F., 
i*  admitted  to  the  treating  chamber.  During  this  operation 
care  is  taken  that  the  vacuum  does  not  diminish  until  all 
of  the  bricks  have  been  covered.  When  this  has  been  ac- 
complished, the  pump  connections  are  reversed  and  the  con- 
tents of  the  treating  chamber  are  submitted  to  a  pressure  of 
160  lbs.  per  sq.  in.  for  a  period  of  2  hours,  the  temperature 
being  maintained  at  350°  F.  The  asphalt  is  then  forced 
back  into  the  melting  tank,  care  being  taken  not  to  let  the 
pressure  in  the  treating  chamber  fall  below  160  lbs.  per 
sq.  in.  while  the  asphalt  is  being  returned.  The  heat  is 
then  gradually  withdrawn  from  both  the  exterior  and  in- 
terior of  the  heating  chamber  until  the  asphalt  solidifies,  the 
pressure  upon  the  brick  being  maintained  at  160  lbs.  This 
operation  takes  about  40  minutes. 

Upon  the  completion  of  this  part  of  the  process,  the  treat- 
ing chamber  is  opened  and  the  bricks  taken  out  and  placed 
in  an  annealing  chamber^  where  the  temperature  is  further 
reduced.  The  finished  product  is  then  removed  from  the 
annealing  chamber  and  the  pallets  removed  from  the  truck 
by  special  apparatus  and  placed  upon  a  carrying  rack  ready 
for  shipment.     The  operation  is  repeated  every  four  hours. 

The  rejults  of  a  test  on  the  blocks  conducted  at  the  labors- 


tory  of  the  University  of  California  are   shown  in  the  fol- 
lowing report: 

Rattler   Test 

The  rattler  used  was  the  standard  of  the  National  Paving 
Brick  Manufacturers'  Association  and  specifications  followed 
were  issued  by  the  association  In  1911. 

Average   size   of    brick 8%"x4"x2^" 

Initial   weight    of    10   brick 66.5   lbs. 

Final   weight   of  same 61.0   lbs. 

Loss   of    weight 5.5   lbs. 

Percentage    of    loss 8.3  per  cent. 

.Absorption   Test 

In  this  test  a  whole  brick  as  it  came  from  the  rattler  and 
also  a  piece  broken  from  one  of  the  rattled  brick  were  used. 

Dry  wt.  Weight  after  submerging  Percent,  of  absorption 

gms.  V4  hr.  2   hrs.  24  hrs.  ^4  hr.   2  hrs.   24  hrs. 

2,795.0  2,795.0  2,795.5         2,806.0  0.0  0.0  0..^ 

1,292.0  1,293.0  1,296.0  1,296.0  0.0  0.3  0.3 

liOSM  on  HeBtlng^  Test 

Two  specimens  from  the  rattler,  a  whole  brick  and  a  half 
brick,  were  lieated  48  hours  at  a  constant  temperature  of  225°F. 
There  was  no  loss  in   weight. 

Percf^ntnure    of    Bitumen    Determination 

An  average  sample  of  the  pulverized  brick  was  found  to 
contain  11.2  per  cent,  of  bitumen  by  using  bisulphide  in  con- 
Junction    with   a    Dulin    Rotarex. 

The  special  claim  made  for  the  material  is  that  it  can  be 
produced     wherever    asphalt    and     good,    uniform,    coniiiion 


TREATING     CYLINDER      AND      FURNACE      USED      IN      THE 
MANUFACTURE    OF    BITUMINOUS    PAVING    BRICK. 

brick  can  be  secured.  The  cost  of  production  at  the  plant 
which  has  been  established  at  Oakland  is  stated  to  be  $10.20 
per  thousand.  This  included  the  cost  of  the  brick,  the  cost 
of  the  asphalt  and  the  cost  of  the  treatment. 


Route  Map  of  Maryland 

A  route  map  of  Maryland  showing  the  principal  through 
roads  of  the  state  and  connections  to  points  outside  has 
recently  been  issued  by  the  State  Roads  Commission. 

The  map  is  printed  on  a  sheet  28  by  22  ins.,  folded  and 
enclosed  in  covers  4  by  6^  ins. — a  convenient  pocket  size. 
The  map  shows  the  state  in  outline,  with  the  principal  cities 
and  towns  marked  in  and  with  the  roads  shown  in  heavy 
and  light  black  lines,  the  former  indicating  improved  roadi 
and  the  latter  unimproved  roads.  The  upper  part  of  the 
sheet  carries  a  map  showing  the  automobile  route  from 
Philadelphia  to  Augusta,  Waterville  and  Rockland,  Maine, 
through  New  York,  N.  Y.,  Bridgeport,  Stratford,  New  Haven 
and  New  London,  Conn.,  Providence,  R.  I.,  Boston,  Mass., 
Portsmouth,  N.  H.,  and  Portland,  Me.  There  are  also  shown 
alternate  routes  through  Connecticut  and  Massachusetts,  one 
leaving  the  main  route  at  Stratford  and  joining  it  at  Nor- 
wich, Conn.,  and  the  other  leaving  the  first  alternate  route 
at  Plantsville,  Conn.,  and  joining  the  main  route  at  Boston. 


September  4,  1915 


GOOD    ROADS 


163 


AMERICAN  ROAD  BUILDERS' 

ASSOCIATION 

150 

NASSAU   STREET 
NEW  YORK,  N.  Y. 

President 
GEO.  W.  TILLSON,  Brooklyn.  N.  Y. 

^^^ 

Third  Vice  President 
(Office  to  be   filled.)     ' 

First  Vice  President 

lirfl  1  W^r^  ■'n 

Secretary 

A.  W.  DEAN,  Boston,  Mass. 

V^^I^VVt 

E.  L.  POWERS,  New  York.  N.  Y. 

Second  Vice  President 

^^UP^P!^ 

Treasurer 

A.  B.  FLETCHER.  Sacramento,  Cal. 

^"^SJS^ 

W.  W.  CROSBY.  Baltimore.  Md 

Through  the  courtesy  of  the  publisher  of  "Good  Roads,'' 
this  page,  each  month,  is  devoted  to  the  use  of  the  American 
lipad  Builders'  Association.  It  is  solely  in  the  interests  of  the 
Association,  and  it  is  the  desire  of  the  Executive  Committeethat 
all  members  feel  that  this  space  is  their  own,  and  that  they 
contribute  freely  to  it,  not  only  as  regards  anything  concerning 
the  Association  itself,  hut  also  that  which  will  further  the  good 
roads  movement.  Besides  the  official  announcements  of  the 
Association,  there  will  appear  on  the  page  contributions  by 
members,  items  of  news  concerning  the  Association  activities 
and  personal  notes  about  its  members.  All  contributions  should 
be  sent  to  the  headquarters  of  the  Association  at  150  Nassau 
Street,  New   York,  N.   Y. 

Executive  Committee: 
Nelson  P.  Lewis 
A.  W.  T>ean 
E.  L.  Powers 

A.  R.  B.  A.  Members  Appointed  State  Delegates 
to  the  Pan-American  Road  Congress 

Among  the  A.  R.  B.  A.  members  who  have  been  appointed 
by  the  governors  of  various  states  as  delegates  to  the  Pan- 
American  Road  Congress  are  the  following: 

Kansas.— W.   S.   Gearhart,   State   Engineer. 

Kentucky. — Robert  C.  Terrell,  Commissioner  of  Public 
Roads,   State   Department  of   Public   Roads. 

Massachusetts. — Chairman  Wm.  D.  Sohier  and  James  W. 
Synan  of  the  Highway  Commission. 

Michigan. — Frank  F.  Rogers,  State  Highway  Commis- 
sioner. 

Minnesota. — George  W.  Cooley,  State  Engineer. 

Mississippi. — X.  A.  Kramer,  Consulting  Engineer,  Mag- 
nolia. 

New  York. — J.  Y.  McClintock,  County  Superintendent  of 
Highways  of  Monroe  County,  and  George  W.  Tillson,  Con- 
sulting Engineer  to  the  President  of  the  Borough  of  Brook- 
lyn, New  York. 


The  Business  Meeting  of  the  A.  R.  B.  A. 

The  attention  of  members  of  the  American  Road  Builders' 
Association  is  called  to  the  business  meeting  of  the  Asso- 
ciation, which  will  be  held  at  Oakland  during  the  Pan- 
American  Road  Congress. 
As  was  noted  on  this  page  last  month,  the  Pan-American 
Road  Congress  this  year  takes  the  place  of  the  A.  R.  B.  A. 
convention,  and  for  this  reason  it  is  necessary  that  a  busi- 
ness meeting  of  the  Association  for  the  transaction  of  busi- 
ness coming  up  at  the  annual  convention  be  held  during  the 
congress.  This  meeting  has,  therefore,  been  called  for  5 
p.  m.  Thursday,  September  16,  in  the  Municipal  Auditorium 
at  Oakland. 

The  principal  business  to  come  up  at  this  meeting  is  the 
election  of  a  nominating  committee.  The  section  of  the  by- 
laws specifying  the  method  of  electing  officers  is  as  follows: 

"At  the  fall  convention  a  nominating  committee  of  five 
(5)  shall  be  chosen  by  the  Association,  and  tjfis  committee 


shall  submit  to  the  Secretary  within  three  weeks  the  names  of 
three  candidates  for  each  office  to  be  filled.  Letter  ballots 
shall  be  then  sent  by  the  Secretary  to  each  active  member- 
at  least  thirty  (30)  days  before  the  date  of  the  annual  meet- 
ing, stating  the  hour  at  which  the  polls  will  close.  The  bal- 
lots shall  be  returned  to  the  Secretary  enclosed  in  two  en- 
velopes, the  inner  one  to  be  blank  and  the  outer  one  en- 
dorsed with  the  signature  of  the  active  member  voting.  Two 
tellers  shall  be  appointed  by  the  President,  and  the  result 
of  the  ballots  shall  be  announced  at  the  annual  meeting. 
The  candidate  having  the  largest  number  of  legal  votes  by 
letter  ballot  shall  be  declared  elected.  In  case  of  failure  to 
elect  an  officer  on  account  of  a  tie  vote,  the  meeting  shall 
proceed  to  ballot  for  such  office,  the  choice  of  candidates 
being  limited  to  the  persons  so  tied.  Vacancies  occurring 
in  any  office  may  be  filled  by  ballot  at  first  meeting  after 
notice  of  same  has  been  sent  to  each  member.  A  majority 
of  the  votes  cast  shall  be  necessary  to  elect." 


A.  R.  B.  A.  Notes 

E.  M.  Terwilliger  has  been  placed  in  charge  of  the  office 
recently  established  by  the  Austin-Western  Road  Machin- 
ery  Co.,   of  Chicago,   at   Philadelphia,   Pa. 

H.  W.  Cregier,  County  Highway  Superintendent  of 
Schenectady  County,  New  York,  is  among  the  delegates  to 
the  Pan-American  Road  Congress  appointed  by  the  Board  of 
Trade  of  Schenectady,  N.  Y. 

Lamar  Cobb,  State  Engineer  of  Arizona,  was  elected 
President  of  the  Arizona  Association  of  Highway  Engineers, 
which  was  organized  a  few  weeks  ago  at  a  conference  of  the 
county  engineers  of  Arizona  held  at  FlagstafiE. 

J.  P.  Nash,  of  the  Bureau  of  Economic  Geology,  Uni- 
versity of  Texas,  was  a  speaker  at  the  recent  midsummer 
convention  of  the  Texas  Good  Roads  Association  held  at 
College  Station,  Tex.  Mr.  Nash's  address  was  devoted  to 
the  road  materials  found  in  the  state  of  Texas. 

W.  D.  Sohier,  Chairman  of  the  Massachusetts  Highway 
Commission;  W.  S.  Keller,  State  Highway  Engineer  of 
Alabama;  A.  R.  Hirst,  State  Highway  Engineer  of  Wiscon- 
sin, and  W.  S.  Gearhart,  State  Engineer  of  Kansas,  are 
among  the  delegates  to  the  Pan-American  Road  Congress 
appointed  by  the  American  Association  of  State  Highway 
Officials. 

A.  N.  Johnson,  Road  Engineer  in  the  Bureau  of  Munici- 
pal Research,  New  York,  N.  Y.,  made  an  address  at  the 
midsummer  convention  of  the  Texas  Good  Roads  Associa- 
tion held  in  conjunction  with  the  convention  of  the  State 
County  Judges'  and  Commissioners'  Association,  August 
5-7,  at  the  Texas  Agricultural  and  Mechanical  College.  In 
his  address,  Mr.  Johnson  explained  the  functions  pf  the  bu- 
reau with  which  he  is  connected. 


164 


GOOD    ROADS 


September  4,  1915 


NEW  PUBLICATIONS 


REPORTS 


STATK   MANAGEMENT  OF  PUBLIC   ROADS:    ITS   DEVELOP- 
MENT AND  TREND.  By  J.  E.  Pennybacker,  Chief  of  Road 
Economlrs.  Office  of  Public  Roads  and  Rural  Engrineerlng, 
17    a  D«partin»nt  of  Agriculture;  Reprint  from  Tear  Book 
of    the    Qepartment    of    Agriculture    for    1914. — Paper;    6x9 
Ins..   18  pp.:  illustrated. 
This  consists  of  a  brief  treatise  on  the  history  and  develop- 
ment of  the  state  aid  principle  in  road  building,   with   sta- 
tistics on  the  expenditures  made  in  the  various  states  which 
have  adopted  that  plan,  and  a  brief  discussion  of  the  subject. 
The  illustrations  consist  of  views  of  state  aid  roads  in  vari- 
ous parts  of  the  country  and  two  maps  and  a  chart  showing 
the  progress  of  the  state  aid  idea. 

PORTIJ^ND  CEMENT  CONCRETE  PAVEMENTS  FOR  COUN- 
TRY ROADS.  Bv  Charles  A.  Moorefleld  and  James  T. 
Vosheli.  Senior  HlKhway  Engineers,  Office  of  Public  Roads 
and  Rural  Engineering.  U.  S.  Department  of  Agriculture; 
Bulletin  No.  JI9.  U.  S.  Department  of  Agriculture,  dated 
July  J6.  1»1S. — Paper;  «x9  Ins..  34  pp.;   Illustrated. 

The  subject  matter  of  this  bulletin  consists  of  an  intro- 
duction, a  section  on  materials  and  construction,  one  on 
methods  of  organization  and  equipment,  one  on  the  cost 
of  concrete  pavements,  one  on  maintenance,  one  devoted  to 
conclusions,  and  an  appendix.  The  illustrations  consist  of 
reproductions  of  photographs  showing  concrete  roads  under 
construction  and  completed,  diagrams,  cross  sections,  plans 
and  drawings. 

THROUGH  NEW  MEXICO  ON  THE  CAMINO  REAL;  Issued  by 
the  State  Highwav  Commission  of  New  Mexico. — Paper; 
1Ix»  Ins..  5»  pp.  and  cover;  Illustrated. 

This  publication  consists  principally  of  full-page  illustra- 
tions showing  views  along  the  Camino  Real  in  various  parts 
of  New  Mexico.  There  are  about  fifty  of  these  illustrations 
and,  in  addition,  five  pages  of  maps,  one  page,  in  the  front 
of  the  book,  showing  the  New  Mexico  highway  system  and 
the  last  four  pages  being  devoted  to  sectional  maps  of  the 
Camino  Real.  The  booklet  is  printed  on  paper  of  excellent 
quality  in  brown  ink,  the  covers  being  heavy  brown  paper 
printed  in  yellow.  The  booklet  is  a  very  attractive  and  in- 
teresting publication. 

GENERAL  SPKCIFICATIONS  FOR  STATE  AID  BRIDGE 
WORK.  Uiipnls  State  Highway  Denartment:  Edition  of 
July.   1915. — Paper:  814x10^    Ins.,  32  pp.  and  covers. 

This,  as  indicated  by  the  title,  comprises  the  standard 
specifications  of  the  Illinois  State  Highway  Department  for 
the  construction  of  state  aid  bridges.  It  is  similar  in  form 
and  contents  to  the  "Contract  Form  and  General  Specifica- 
tions for  Bridge  Work"  issued  by  the  department  and  noted 
in  these  pages  in  the  issue  of  August  7.  This  pamphlet  has 
recently  been  sent  out  by  the  State  Highway  Commission 
with  a  notice  that  the  specifications  would  be  used  on  all 
state  aid  work,  except  where  special  specifications  are  pro- 
vided, beginning  August  25. 

VITRIFIED  BRICK  PAVEMENTS  FOR  COUNTRY  ROADS.  Bv 
Vernon  M.  Pelrre.  Chlof  of  Construction,  and  Charlen  H. 
Moorefleld.  Senior  Hlehwav  Engineer.  Office  of  Public  Roads 
unii  R>ir»l  Engineering.  U.  S.  Denartment  of  Agriculture: 
Bulletin  No  24<«  of  the  Department  of  Agriculture,  dated 
July  24.   19111. — Paper;  6x9  ins.    38  pp.;  illustrated. 

This  bulletin  is  a  somewhat  elaborate  discussion  of  the 
use  of  vitrified  brick  for  paving  country  roads.  Various 
phases  of  the  question  taken  up  are  the  occurrence  of  the 
raw  materials  used  for  brick,  the  manufacture  of  brick  pav- 
ing Mocks,  the  physical  characteristics  of  brick  and  the  tests 
used,  the  construction  of  brick  pavements,  the  cost  of  brick 
pavements  and  the  maintenance  of  brick  pavements.  There 
are  two  appendices,  the  first  consisting  of  typical  specifica- 
tions for  the  construction  of  brick  roads  and  the  second  a 
description  of  the  method  of  inspecting  paving  brick.  The 
illustrations  consist  of  views  showing  brick  roads  under 
construction  and  completed,  cross  sections  of  brick  paved 
roads  and  plans  of  a  grout  bgjf  and  a  brick  rattler. 


CINCINNATI,  OHIO,  DEPARTMENT  OF  PUBLIC  SERVICE; 
Annual  Report  of  the  Street  and  Sewer  Cleaning  Depart- 
ment  for  the  year   1914. — Paper;   6x9  Ins.,   28  pp.;   insets. 

This  report  consists  largely  o£  tables,  some  of  them  print- 
ed as  insets,  showing  cost  and  other  data  on  street  and 
sewer  cleaning  work  in  Cincinnati.  The  data  are  given  in 
considerable  detail  and  are  well  arranged. 

CONFERENCE  OF  MAYORS  AND  OTHER  CITY  OFFICIALS 
OF  THE  STATE  OF  NEW  YORK;  Proceedings  of  the  Sixth 
Annual  Conference,  entitled  "Efticiency  First." — Paper; 
6x9   Ins.,    148   pp.   and   covers. 

This  report  includes  the  papers  and  discussions  at  the 
Sixth  Annual  Conference  of  Mayors  and  Other  City  Officials 
of  the  State  of  New  York,  held  at  Troy,  N.  Y.,  June  1-3, 
1915,  and  also  reports  of  the  business  meetings  of  the  or- 
ganization. Among  the  papers  are  "City  Planning  in  New 
York  State,"  by  Arnold  W.  Brunner,  and  "Public  Streets  and 
How  to  Pay  for  Them,"  by  Nelson  P.  Lewis. 

ONTARIO  GOOD  ROADS  ASSOCIATION;  Proceedings  of  the 
Thirteenth  Annual  Meeting  and  of  the  Second  Canadian  anfl 
International  Good  Roads  Congress  and  Exhibition. — Paper; 
6%x9>4    Ins.,  201  pp.;   illustrated. 

This  report  consists  of  the  papers  and  discussions  at  the 
thirteenth  annual  meeting  of  the  Ontario  Good  Roads  Asso- 
ciation, with  which  was  combined  the  second  annual  meet- 
ing of  the  Dominion  Good  Roads  Association  and  an  exhibi- 
tion of  road  machinery  and  materials.  These  meetings  were 
held  at  Convocation  Hall,  Toronto,  Ont.,  March  22-26,  1915, 
and  were  designated  as  the  Second  Canadian  and  Inter- 
national Good  Roads  Congress  and  Exhibition.  The  illus- 
trations consist  of  two  full-page  halftones,  one  showing  the 
congress  in  session  and  the  other  a  view  of  the  exhibition. 

DENVER.  COLORADO,  DEPARTMENT  OF  IMPROVEMENTS; 
Annual  Report  for  the  year  ending  Dpcember  31,  1914. — 
Paper;  6x9  ins.,  113  pp. 

The  contents  of  this  report  are  divided  into  eight  chap- 
ters, of  which  the  first  six  are  on  the  following  subjects: 
The  construction  of  sewers;  the  construction  of  street  im- 
provements; the  construction  of  pavements  in  streets  and 
alleys;  sidewalk  construction;  the  Cherry  Creek  improve- 
ments; bridges,  viaducts  and  subways.  The  seventh  chapter 
consists  of  tabular  statements  of  expenditures,  and  the  eighth 
is  a  review  of  the  work  done  by  the  various  bureaus  and 
divisions  of  the  department,  together  with  financial  state- 
ments of  each.  The  report  contains  many  tables  showing 
the  details  of  work  done  and  the  cost.  Among  these  are 
very  complete  tables  on  paving  work. 

PHILADELPHIA.  PENNSYLVANIA.  BUREAU  OF  HIGHWAYS 
AND  STREET  CLEANING;  "Highways — A  Problem  in  Mu- 
nicipal Housekeeping";  Report  of  the  Burenu  for  1914. — 
Paper:   6x9  Ins.,  174  pp.  and  covers;  illustrated;  insets. 

The  subject-matter  of  this  report  was  reviewed  at  some 
length  in  "The  1914  Operations  of  the  Philadelphia  Bureau 
of  Highways  and  Street  Cleaning,"  printed  in  "Good  Roads" 
for  April  3,  1915.  The  report  covers  the  various  phases  of 
the  work  of  the  bureau  for  the  year  and  is  well  arranged,  well 
printed  and  profusely  illustrated.  Included  in  the  illustra- 
tions are  views  on  Philadelphia  streets,  reproductions  of  pho- 
tographs taken  during  "clean-up  week,"  reproductions  of  the 
posters  issued  in  the  campaign  preceding  "clean-up  week" 
and  a  large  number  of  charts  and  drawings.  Among  the 
latter  are  typical  cross  sections  of  roads  and  streets  of  vari- 
ous kinds,  organization  charts  and  charts  showing  graphical- 
ly the  work  of  the  bureau.  The  front  cover  of  the  report 
carries,  besides  the  title  given  above,  a  brief  summary  show- 
ing the  extent  of  the  work  of  various  kinds  under  the  supei-T 
yisjon  of  thp  bureau. 


September  4,  191S. 


GOOD    ROADS 


165 


COMING  MEETINGS 


September  13. — Tri-State  Roads  Association. — Third  annual 
convention,  San  Francisco,  Cal.  Executive  Secy.,  Geo.  E. 
Boos,  1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  tc  be 
merged  vi^ith  the   Pan-American  Road   Congress.) 

September  13-17. — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan-American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Roaa  Build- 
ers' Association,  E.  L.  Powers,  ISO  Nassau  St.,  New  York, 
N.  Y.  Executive  Secretary,  American  Highway  Associa- 
tion, I.  S.  Pennybacker,  Colorado  Bldg.,  Washington,  D.  C. 

September  16. — Pacific  Highway  Association. — Fifth  annual 
meeting,  San  Francisco,  Cal.  Secretary,  Henry  L.  Bowlby, 
510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

October  4-7. — Northwestern  Road  Congress.  —  ..\nnual 
meeting,  Cedar  Rapids,  la.  Secy-Treas.,  J.  P.  Keenan, 
Sentinel   Bldg.,   Milwaukee,   Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,  B.  of  L.   E.  Bldg.,   Cleveland,   O. 

October  12-13 — Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingham,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16 — Southern  Appalachian  Good  Roads  Asso- 
ciation— Annual  convention,  Bluefield,  W.  Va.  Secretary, 
Dr.  Joseph  Hyde  Pratt,  Raleigh,  N.  C. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruff, 70S   North  American   Bldg.,   Philadelphia,   Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  SaJte  St.,  Qiicago,  III. 


Northwestern  Good  Roads  Congress 

The  program  of  the  Northwestern  Good  Roads  Congress, 
which  will  be  held  at  Cedar  Rapids,  la.,  October  4  to  7,  has 
recently  been  made  public. 

Among  the  papers  to  be  read  are  the  following:  "The 
Value  of  Good  Roads  to  a  Community,"  B.  W.  Williams, 
Madison,  Wis.;  "Development  of  a  Road  System  for  Western 
States,"  George  W.  Cooley,  State  Engineer,  Minnesota; 
"Financing  Road  Improvements,"  D.  W.  Norris,  Jr.,  Chair- 
man, Iowa  Better  Roads  Committee;  "The  Proper  Distribu- 
tion of  Money  in  Road  Building,"  A.  D.  Gash,  President, 
Illinois  State  Highway  Commission;  "Convict  Labor  on 
Roads,"  Frank  W.  Buflfum,  State  Highway  Commissioner, 
Missouri;  "State  Reward:  Its  Eflfect  in  Stimulating  Local 
Activity,"  F.  F.  Rogers,  State  Highway  Commissioner,  Michi- 
gan; "The  Highway  Engineer:  His  Present  and  Future 
Field,"  A.  Marston,  Chairman,  State  Highway  Commission, 
Iowa;  "Needed  Legislation,"  John  A.  Hazlewood,  President, 
Wisconsin  State  Highway  Commission;  "State  Aid  and  State 
Supervision,"  A.  R.  Hirst,  State  Engineer,  Wisconsin; 
"Earth  Roads:  Their  Possibilities  and  Limitations,"  T.  H. 
MacDonald,  Highway  Engineer  of  Iowa;  "Gravel  Roads," 
J.  H.  Mullen,  Deputy  Engineer  of  Roads,  Minnesota;  "Brick 


Roads  of  Florida,"  W.  K.  Tavel,  C.  E.,  St.  Augustine,  Fla.; 
"Concrete  Roads,"  H.  J.  Kuelling,  Milwaukee  County  High- 
way Commissioner,  Wis.;  "The  Value  of  a  Traffic  Census  in 
Determining  the  Type  of  Road  to  be  Constructed,"  W.  W. 
Marr,  State  Highway  Engineer,  Illinois;  "Brick  Monolithic 
Construction  of  County  Highways,"  R.  L.  Bell,  Division 
Engineer,  Illinois  State  Highway  Commission;  "Concrete 
Highway  Bridges,"  Clififord  Older,  Bridge  Engineer,  Illinois 
State  Highway  Commission;  "Steel  Bridges,"  J.  H.  Ames, 
Bridge  Engineer,  Iowa  State  Highway  Commission;  "Rein- 
forced Concrete,"  C.  C.  Nagel,  Bridge  Engineer,  Minnesota 
State  Highway  Commission. 


MEETING 


Montana  Good  Roads  Congress 

A  joint  convention  of  the  Montana  Good  Roads  Congress 
and  the  Montana  Automobile  Association  was  held  at  Boze- 
man,  Mont.,  commencing  August  19. 

One  of  the  most  important  occurrences  at  the  meeting  was 
the  merging  of  the  two  associations  into  a  new  organization 
known  as  the  Montana  State  Automobile  and  Good  Roads 
Association.  The  object  of  the  new  organization  as  stated 
in  the  constitution,  is  the  promotion  of  good  roads  through- 
out the  state  and  the  securing  of  legislation  favorable  thereto. 

Officers  were  elected  as  follows:  President,  E.  P.  Mathew- 
son.  Anaconda;  First  Vice  President,  Nelson  Story,  Jr., 
Bozeman;  Second  Vice  President,  Lewis  Newman,  Great 
Falls;  Secretary  and  Treasurer,  Martin  Martin,  Anaconda; 
Trustees,  Victor  L.  Himsl,  Plevna;  Frank  Stoop,  Kalispell, 
and  William  Biggs,  Helena. 


NEWS  OF  THE  TRADE 


H.  V.  Jamison,  Advertising  Manager  of  the  American 
Sheet  &  Tin  Plate  Co.,  Pittsburgh,  Pa.,  has  been  awarded 
a  gold  rnetal  by  the  Panama-Pacific  International  Exposition 
for  services  rendered  in  installing  the  large  exhibits  of  the 
United  States  Steel  Corporation  and  its  subsidiary  companies. 

The  United  States  Asphalt  Refining  Co.,  New  York  City, 
has  issued  a  booklet  illustrated  with  views  of  sections  of 
roads  paved  with  the  company's  Aztec  asphalt  and  contain- 
ing matter  descriptive  of  the  company's  product.  The  booklet 
is  unique  in  that  it  is  circular  in  shape  and  the  front  cover 
is  an  embossed  replica  of  the  company's  trade  mark. 

The  Blaw  Steel  Construction  Co.,  Pittsburgh,  Pa.,  has 
just  issued  a  new  folder,  printed  in  colors  and  containing 
matter  descriptive  of  the  Blaw  steel  forms  for  various  kinds 
of  concrete  construction,  including  roads,  sidewalks,  curbs, 
gutters  and  combined  bases  and  curbs.  The  folder  is  illus- 
trated with  half-tone  reproductions  of  various  types  of  forms 
in  use. 

The  E.  I.  du  Pont  de  Nemours  Powder  Co.,  Wilmington, 
Del.,  has  issued  a  book  entitled  "Road  Construction  and 
Maintenance,"  which  is  out  of  the  ordinary  run  of  trade 
publications.  Although  dealing  to  some  extent  with  the  use 
of  dynamite  and  other  of  the  company's  products,  the  book 
is  really  a  valuable  treatise  on  the  subjects  suggested  by 
its  title.  It  is  fully  illustrated  with  half-tone  and  line  en- 
gravings and  its  126  pages  contain,  among  other  matter,  a 
dictionary  of  the  terms  used  in  road  building  as  published 
in  "Good  Roads"  for  March,  1914.  The  book  is  intended  for 
free  distribution. 


166 


GOOD    ROADS 


September  4,  1915 


RECENT  PATENTS 


The  following  list  contains  the  numbers  of  the  principal 
patents  relating  to  roads  and  pavements  and  to  machinery 
nacd  in  their  construction  or  maintenance  which  have 
recently  been  issued,  together  with  the  names  and  addresses 
of  the  patentees,  dates  of  filing,  serial  numbers,  etc.  In  some 
cases  the  principal  drawing  has  also  been  reproduced.  Printed 
copies  of  patents  listed  may  be  obtained  for  5  cts.  each  by 
application  to  the  Commissioner  of  Patents,  Patent  Office, 
Washington,  D.  C: 

1.14S.SS*.  MACHINE  FOR  MANUFACTURING  RIBBED  PAV- 
ING BLOCKS.  Joseph  B.  Nicholson,  Steubenvllle,  Ohio.  Filed 
Jun«  2S.  1»14.     Serial  No.  847,304.     (CI.  3S-1.) 


X->v." 


1.14S,S>».  STREET  SWEEPING  MACHINE.  Albert  E.  Davis. 
Troy,  and  Charles  H.  Peddrlck,  Jr.,  Green  Island,  N.  Y.  Filed 
Mar.  17.  191S.    Serial  No.  7(4,823.    (CI.  16-17.) 


1.14*,1(7.  PERMANENT  WAY  FOR  TRAMWAYS  IN  AS- 
PHALT PAVING  AND  THE  LIKE.  Hugo  Schmidt,  Charlotten- 
burtf.  Germany,  assignor  to  the  firm  of  "Esto"  Blastischer 
Strassenbahn-Oberbau  G.  M.  B.  H.,  Berlin-Wilmersdorf,  Ger- 
many.    Filed  Mar.  6,  1914.     Serial  No.  822,991.     (CI.  238-5.) 

l,14>,70t.  CULVERT.  Thomas  Lentngton  Curtis  Vail,  Gads- 
den, Ala.     Filed  Oct.  31,  1913.     Serial  No.  798,466.     (CI.  61-9.) 

'         'I 
1.14».7Sr     CULVERT.     Ashel  W.  Crotsly  and  Will  M.  Sawyer, 
Cbicago,  111.     Filed  Feb.  21,  1914.     Serial  No.  820,339.     (CI.  61-9.) 

1.14>,81S.  DUMP  WAGON.  Floyd  E.  Ertsman,  Chicago,  lU. 
Filed  Apr.  i,  1916.     Serial  No.  18,796.     (CI.  21-20.) 


Sj^ 


1,150,558.  PREFORMED  ROADWAY  BLOCK.  John  A.  Top- 
ping, Chicago,  111.  Filed  Oct.  5,  1914.  Serial  No.  865,098.  (CI. 
94-1.)  ^ 

1,150,588.  GRADING  MACHINE.  Clark  B.  Pell,  Northfleld 
Ohio.     Filed  Feb.  7,  1914.     Serial  No.  817,268.      (CI.  37-48.) 


1,160,643.  BASCULE  BRIDGE.  Joseph  B.  Strauss,  Chicago, 
111.     Filed  Mar.  9,  1908.     Serial  No.  419,983.      (CI.  14-38.) 

1.150,828.  CONCRETE  PIPE  MOLD.  Frederick  H.  Souder, 
Lansdale,  Pa.  Filed  Nov.  10,  1914.  Serial  No.  871,293.  (CI.  25- 
127.) 

1,150,896.  CONCRETE  MIXER  DRUM.  Thomas  L.  Smith, 
Milwaukee,  Wis.,  assignor  to  the  T.  L.  Smith  Co.,  Milwaukee, 
Wis.,  a  corporation  of  Wisconsin.  Filed  Jan.  23,  1913.  Serial 
No.   743,868.      (CI.   83-73.) 

1,150,936.  STREET  SWEEPER.  Robert  W.  Furnas,  Indianap- 
olis, Ind.     Filed  July  23,  1912.     Serial  No.  711,146.      (CI.  37-7. 


1,151  408.     STREET  SWEEPING  MACHINE.     Fred  S.  Shaffer. 
Sines,  Md.     Filed  Jan.  27,  1914.     Serial  No.  814,751.     (CI.  15-lY.j 


r.!-}}?;!?-?-  =  P^.y^9?.^'^5  SEPARATING,  WASHING  AND 
ORADINO  SAND  AND  GRAVEL.  William  Clay  Thompson, 
Slcllacoom.  Wash.     Filed  Sept.  11,  1914.     Serial  No.  861,266.     (Cl! 

1.160,4S»       EARTH    WORKING    AND   HANDLING    MACHINE. 
No*Ml7l  °'   (Cl'^T-Vs'')     **'■'  ^"'-     ^"®"'  "*■■•  *•  181*-     Serial 

t>rUi»'*Ati  J^F^S"'  S?"  "-^K"*.?  CONTINUOUS  CONCRETE 
PIPES  OR  TILES.  Thomas  p.  Berry.  Coahoma,  Tex.  Filed 
8«pt.  t,  1»1«.    Serial  No.  860,386.     (Cl.  25-32.) 


The  Voters  of  Plnellati  County.  Fin.,  recently  voted  In  favor 
of  Issuing  bonds  to  the  amount  of  $715,000  for  the  purpose 
of  constructing  78  miles  of  brick  highways.  The  contracts 
for  the   work   have  already  been  awarded. 


The  Board  o»  SupervlHors  of  Hinds  County,  Miss.,  has  ap- 
pointed J.  L.  Redfleld,  A.  J.  Lewis.  Jr.,  and  W.  M.  Robb  high- 
way commissioners  to  expend  the  proceeds  of  the  recently 
authorized  bond  issue  for  a  gravel  road  from  Bolton  to  Ed- 
wards,   Miss. 


in 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  En^eerlng  and  Ckmtracting 


Old  BeriM,  Vol.  XLVIII. 
NewStriM,  Vot.  X. 


NEW  YORK,  SEPTEMBER  11,  1915 


Number 

11 


I-\>un(Ied  January,  1892 

published  weekly  by 
The  E.L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,   Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 

Cable  Address  :     Gudrodes,  New  York. 


Subscription  price;  Fitty-two  numbers,  $2.00  a  year  in  the  United  States, 
ilexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canatla,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  Xew  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments— will  be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co, 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Entries   for   New   York   City's   Exhibition  of 
Street  Cleaning  Appliances 

Entries  closed  yesterday  for  the  Second  Annual  Exhibition 
of  Street  Cleaning  Apparatus  and  Appliances  to  be  held  in 
New  York  City  during  the  week  beginning  CJctober  11,  and 
indicate  that  the  exhibition  will  be  much  larger  and  more 
comprehensive  than  that  held  last  year. 

As  announced  in  "Good  Roads"  for  June  26,  the  exhibition 
will  be  held  in  the  armory  of  the  First  Regiment  of  Field 
Artillery,  under  the  auspices  of  the  Department  of  Street 
Cleaning  of  New  York  City,  and  Commissioner  J.  T.  Feth- 
erston,  head  of  the  department,  is  taking  an  active  personal 
interest  in  the  arrangements. 

The  exhibition  will  be  preceded  on  October  9  by  a  parade 
of  uniformed  einployes  of  the  Department  of  Street  Clean- 
ing and  various  pieces  of  the  department's  apparatus,  includ- 
ing that  recently  installed  in  the  "model  district,"  compris- 
ing the  latest  type  of  apparatus  suited  to  the  requirements 
of  a  large  city.  Those  exhibitors  who  so  desire  will  be  as- 
signed positions  in  the  parade. 


New  Method  of  Levying  Road  Taxes  in  Effect 
in  Michigan 

A  new  law  prescribing  the  method  of  levying  taxes  for 
road  construction,  which  has  recently  become  effective  in 
Michigan,  provides  for  the  taxation  for  road  purposes  not 
only  of  abutting  property,  but  of  tributary  property  as  well. 

Under  the  new  law,  a  majority  of  property  owners  may 
petition  their  township  highway  commissioner  to  build  not 
less  than   two  miles   of  road.     Opportunity   is  given   for  the 


minority  to  present  objcctiojis,  followed  by  the  usual  order- 
ing of  an  assessment  roll  and  the  levying  of  taxes  to  cover 
the  expense. 

Property  owners  benefited  by  the  proposed  road  pay  not 
less  than  25  per  cent,  nor  more  than  50  per  cent,  of  the  cost, 
the  remainder  being  a  charge  against  the  county  at  large. 
Abutting  property  naturally  pays  the  greater  part  of  the  tax, 
but  tributary  property  within  a  mile  on  either  side  of  the 
proposed  road  is  subject  to  assessment. 


Recent  Discovery  of  Asphalt  Deposit  on  West 
Coast  of  Honduras 

According  to  the  report  of  a  special  agent  of  the  Depart- 
ment of  Commerce,  a  deposit  of  remarkably  pure  bitumen 
has  recently  been  discovered  on  the  west  coast  of  Honduras, 
in  the  vicinity  of  Juticalpa. 

Prospects  uncovered  for  over  150  yards  show  the  bed  to 
be  of  great  purity  and  there  are  outcroppings  for  several 
miles.  The  discovery  was  made  by  an  American  whose 
name  and  address  are  in  possession  of  the  Bureau  of  Foreign 
and  Domestic  Commerce  of  the  Department  of  Commerce, 
and  who  controls  a  tract  of  over  15,000  acres  in  which  the 
deposit  is  located. 

The  Department's  informant  states  that  the  deposit  is  at  a 
considerable  distance  from  the  Pacific  port  of  Amapala,  from 
which  shipments  will  have  to  be  made.  It  is,  however,  on  the 
line  of  a  new  model  road  which  the  Government  of  Hon- 
duras is  preparing  to  construct  and,  therefore,  motor  trans- 
portation will  be  available  within  a  reasonable  time.  It  is 
also  not  distant  from  the  logical  line  of  a  contemplated  rail- 
road from  Amapala  to  the  interior. 


Pennsylvania  Highway  Department  Explains 
the  Tractor  Law 

In  order  to  prevent  misunderstanding,  State  Highway  Com- 
missioner Cunningham  of  Pennsylvania  has  issued  a  cir- 
cular letter  to  employes  of  the  State  Highway  Department 
explaining  the  recently  enacted  law  governing  the  registra- 
tion of  traction  engines  and  tractors  and  the  use  of  the  state 
highways  by  such  vehicles. 

Under  the  provisions  of  the  law,  traction  engines  and 
tractors  are  divided  into  two  classes:  First,  those  used  ex- 
clusively for  agricultural  purposes,  road-grading  and  the 
transportation  of  machinery  and  appliances  used  for  such 
purposes;  second,  those  used  for  freighting  and  hauling. 

Those  coming  under  the  second  classification  are  required 
to  obtain  a  permit  in  addition  to  the  regular  license  tag,  but 
the  State  Highway  Department  has  interpreted  freighting 
and  hauling,  as  used  in  the  act,  to  mean  that  a  regularly  es- 
tablished route  is  being  maintained  by  the  operator  of  the 
vehicle 

This  interpretation,  it  is  believed,  gives  the  State  Highway 
Department  power  to  prevent  the  destruction  of  highways  by 
the   continued  use   of  traction   engines  and   tractors. 


168 


GOOD    ROADS 


September  11.  1915 


Planning   Boards   Installed   in   the  Bureau  of 

Highways  and  Street  Cleaning, 

Philadelphia,  Pennsylvania 

By  WM.  H.  CONNELL* 

In  order  to  iacilitate  the  carrying  on  ol"  the  work  in  an 
orderly  and  systematic  manner,  planning  boards  have  been 
installed  in  the  office  of  the  chief  engineer,  in  the  offices 
of  each  ot  the  division  engineers  and  in  the  seven  district 
engineers'  offices,  in  the  Philadelphia  Bureau  of  Highways 
and  Street  Cleaning.  The  information  contained  on  the 
boards  indicates  the  proposed  work  and  presents  a  picture 
of  the  operations  coming  under  their  jurisdiction. 

The  planning  board  consists  of  a  map  indicating,  in  dif- 
ferent colors,  the  character  of  all  the  pavements  and  unim- 
proved streets  throughout  the  city,  mounted  on  a  board  and 
incased  in  a  frame.  The  scale  of  the  map  is  such  as  is 
necessao'  to  contain  the  information  desired  in  each  specific 
case;  for  example,  the  scale  of  the  district  engineer's  map, 
which  contains  the  locations  of  holes  in  the  pavements,  etc., 
is  necessarily  greater  than  that  of  the  chief  engineer's  map, 
which  does  not  show  such  detail. 

The  scheme  is  a  very  simple  one,  and  is  not  difficult  to 
operate.  The  status  of  contract  and  municipal  repair  work, 
bituminous  surface  treatments,  etc.,  and  the  location  of  the 
repair  gangs  and  all  other  information  contained  on  the 
boards  are  indicated  by  pins  of  different  colors,  shapes  and 
sizes.  For  example,  the  status  of  the  contract  work  may  be 
followed  by  noting  the  appearance  and  disappearance  of  the 
pins.  When  any  paving,  grading,  repaying,  resurfacing,  etc., 
is  completed,  the  limits  of  the  work  are  colored  with  the 
coloring  used  on  the  standard  map  of  the  Bureau  of  High- 
ways indicating  the  different  characters  of  pavements  and 
unimproved  streets  and  roads.  In  the  case  of  repair  work, 
when  the  repairs  are  made  the  pins  are  removed;  and  the 
status  of  bituminous  surface  treatment  and  all  other  work 
(except  that  which  is  done  in  accordance  with  a  fixed  sched- 
ule, such  as  street  cleaning)  coming  under  the  jurisdiction 
of  the  bureau  is  indicated  in  a  similar  fashion. 

The  principal  functions  of  these  planning  boards  are  first 
to  enable  the  chief  engineer  to  get  a  general  idea  of  the 
status  of  the  contract  work  (of  which  there  are  possibly  750 
contracts  a  year)  at  any  time,  and  also  the  work  of  the 
municipal  forces,  including  repair  work,  bituminous  surface 
treatments,  etc.,  without  being  forced  to  consult  the  contract 
and  municipal  force  record  files,  or  without  making  it  neces- 
sary to  have  a  general  conference  with  the  division  heads. 
In  other  words,  the  planning  board  in  the  office  of  the  chief 
engineer  will  enable  him  at  any  time  to  get  a  general  idea 
of  the  progress  being  made  in  the  performance  of  all  physical 
work  coming  under  the  jurisdiction  of  the  bureau,  and  thus 
assist  him  in  planning  the  operations  to  the  best  advantage. 
The  planning  boards  have  been  designed  to  contain  the  in- 
formation that  it  would  be  desirable  to  picture  in  ready 
reference  fashion  for  the  chief  engineer  in  charge  of  the 
organization,  and  the  respective  heads  of  the  different  func- 
tions of  the  organization.  This  means  that  only  such  in- 
formation as  is  necessary  to  control  the  work  is  plotted  on 
the  respective  boards;  that  contained  on  the  division  engi- 
neers' necessarily  going  into  more  detail  than  the  chief  engi- 
neer's, and  likewise  the  district  engineers'  going  into  more 
detail  than  the  division  engineers'. 

On  the  planning  boards  of  the  district  engineers  the  loca- 
tion of  each  street  requiring  general  repairs,  and  the  loca- 
tion of  each  hole  or  depression  in  the  pavements  on  other 
streets,  are  indicated,  as  is  also  the  location  and  progress 
of  the  repair  gangs  as  well  as  the  location  and  progress  of 
the  contract  work,  and  from  the  information  contained  on 
these  planning  boards  the  foremen's  route  sheets,  routing  the 
order  in  which  the  repair  work  shall  be  done,  originate. 

•Chirf,  Barcau  of  Higbwajri  and  Street  Qeaning,  Philadelphia,  Pa. 


The  planning  boards  of  the  division  engineers  contain 
sufficient  information  for  them  to  control  the  work  of  the 
district  engineers  without  going  through  the  files  contain- 
ing the  contract  record  and  municipal  repair  record  cards. 
Those  used  in  the  district  engineers'  offices  enable  the  engi- 
neers in  charge,  by  spending  a  few  minutes  every  morning 
consulting  their  planning  boards,  to  keep  in  touch  with  and 
thoroughly  control  all  the  operations  coming  under  their 
jurisdiction,  down  to  patching  less  than  a  yard  of  pavement 
in  an  isolated  locality. 

These  planning  boards  may  be  likened  to  a  moving  picture 
of  the  operation  of  the  entire  bureau,  going  into  sufficient 
detail  in  the  respective  offices  of  the  chief,  division  and  dis- 
trict engineers  to  insure  the  carrying  on  of  the  work  with 
a  maximum  of  efficiency  and  the  least  possible  friction  and 
loss  of  time.  No  matter  how  thoroughly  the  operations  of 
a  highway  department  may  be  systematized,  where  the  heads 
of  the  different  units  of  the  organization  are  dependent  upon 
daily  consultations  and  studies  of  the  records  on  file  to 
enable  them  to  picture  in  their  minds  the  progress  of  the 
work  under  their  jurisdiction,  there  is  always  a  certain 
amount  of  lost  motion  which  this  new  scheme  for  control- 
ing  highway  work  reduces  to  a  minimum. 


North  Carolina  Counties  Active  in  the 
Construction  of  Roads 

Reports  from  various  counties  of  North  Carolina  indicate 
considerable  activity  in  the  construction  of  roads  and  bridges. 
The  work  in  progress  involves  the  expenditure  of  large  sums 
of  money  and  further  important  work  is  under  consideration. 

Those  counties  from  which  information  has  been  received., 
reported  as  follows: 

Alexander:  Proposed  road  construction,  $150,000,  for  which 
bonds  have  been  issued  but  not  yet  sold. 

Chatham:  Roads  under  construction,  125  miles,  costing, 
according  to  estimates,  $125,000. 

Craven:  Roads  under  construction,  25  miles  at  a  cost  of 
110,000;  three  bridges,  15,000. 

Harnett:  Roads  under  construction,  50  miles,  $50,000;  pro- 
posed roads,  25  miles,  $25,000. 

Lenoir:  Roads  under  construction,  8  miles,  $8,000;  pro- 
posed roads  include  a  complete  system  of  150  miles  at  an 
estimated    cost   of   $150,000. 

Macon:  Roads  under  construction,  25  miles,  $90,000,  for 
which  bonds  have  been  issued. 

Mitchell:  Roads  under  construction,  14  miles,  $22,500: 
proposed  roads,  3  miles,  $2,000;  road  bonds  for  $30,000  have 
been  issued. 

Yadkin:  Roads  under  construction,  14  miles,  $24,000; 
road  bonds  sold.  $40,000;  road  bonds  voted,  but  not  yet  sold, 
$20,000. 


The  Tennessee   Highway   Commission   Starts 
Good  Roads  Movement 

The  Tennessee  State  Highway  Commission,  which  was  cre- 
ated by  act  of  the  last  Legislature,  is  inaugurating  a  vigorous 
campaign  for  good  roads  and  its  efforts  are  meeting  with 
gratifying  response  from  all  sections  of  the  state,  according 
to  recent  reports. 

One  of  the  features  of  the  work  of  the  commission  is  the 
formulation  of  a  plan  of  cooperation  in  road  construction 
between  Tennessee  and  the  eight  states  whose  boundaries 
lie  along  the  Tennessee  line  at  some  point. 

It  is  proposed  to  plan  a  definite  system  of  public  roads 
covering  the  entire  state  after  thorough  surveys  have  been 
made,  and  in  this  work  the  commission  will  have  the  assis- 
tance of  the  Engineering  Department  of  the  University  of 
Tennessee.    Prof.  Charles  E.  Ferris,  Dean  of  the  Engineering 


September  11,  1915 


GOOiJ    ROADS 


169 


Department,  is  a  member  of  the  commission  by  virtue  of  his 
office. 

In  order  to  acquaint  the  various  county  officials  and  road 
supervisors  with  the  plans  of  the  commission,  Secretary  J.  J. 
Murray  has  sent  letters  to  each,  explaining  the  law,  detailing 
the  aims  of  the  commission  and  urging  the  fullest  co- 
operation. 


September  13.— Tri-State  Roads  Association. — Third  annual 
convention,  San  Francisco,  Cal.  Executive  Secy.,  Geo.  E. 
Boos,  1220  Flood  Bldg.,  San  Francisco,  Cal.  (Meeting  to  be 
merged  with  the   Pan-American  Road   Congress.) 

September  13-17. — American  Road  Builders'  Association 
and  American  Highway  Association. — Pan-American  Road 
Congress,  Oakland,  Cal.  Secretary,  American  Road  Build- 
ers' Association,  E.  L.  Powers,  150  Nassau  St.,  New  York, 
N.  Y.  Executive  Secretary,  American  Highway  Associi- 
tion,  I.  S.  Pennybacker,  Colorado  Bldg.,  Washington,  D.  C. 

September  16. — Pacific  Highway  Association. — Fifth  annual 
meeting,  San  Francisco,  Cal.  Secretary,  Henry  L.  Bowlby, 
510  Chamber  of  Commerce  Bldg.,  Portland,  Ore. 

October  4-7. — Northwestern  Road  Congress.  —  Annual 
meeting.  Cedar  Rapids,  la.  Secy-Treas.,  J.  P.  Keenan, 
Sentinel   Bldg.,   Milwaukee,   Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,   B.  of  L.   E.  Bldg.,  Cleveland,   O. 

October  12-13 — Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingham,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. ' 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16 — Southern  Appalachian  Good  Roads  Associa- 
tion— Annual  convention,  Bluefield,  W.  \'a.  Secretary,  C.  B. 
Scott,    Richmond,  Va. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruflf,  70S   North   American   Bldg.,   Philadelphia,   Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago,  111. 


Pan-American  Road  Congress 

The  Pan-American  Road  Congress,  the  most  important 
conference  of  those  interested  in  road  building  to  be  held 
this  year,  opens  on  Monday  at  Oakland,  Cal.,  as  has  already 
been  announced  in  "Good  Roads." 

In  addition  to  the  list  of  delegates  published  in  the  August 
28  issue  of  "Good  Roads,"  the  following  have  been  ap- 
pointed by  the  Governors  of  the  several  states  mentioned: 

Colorado  —  R.  H.  Higgins,  Pueblo;  W.  L.  Anderson, 
Pueblo;  John  Vail,  Pueblo;  William  Dozier,  Canon  City;  V. 
C.  Davenport,  Salida;  Ernest  Wilbur,  Buena  Vista;  M.  A. 
Nicholson,  Leadville;  Dr.  F.  L.  Bartlett,  Denver;  E.  E. 
Sommcrs,.  Denver;  Carl  Phil  Schwalb,  Denver;  Leonard  E. 
Curtis,  Colorado  Springs;  Dr.  W.  P.  Harlow,  Boulder;  W.  T. 
Barnard,  Rocky  Ford;  William  Williams,  Golden;  George 
W.  Parfet,  Golden;  h.  Boyd  Walbridge,  Meeker;  J,  M-  Kuy- 


kendall,   Denver;   Charles  R.   McLean,   Canon   City;   Charles 

E.  Herr,  Durango;  Thomas  J.  Ehrhart,  Denver. 
Connecticut  —  James  H.  MacDonald,  New  Haven. 
Mississippi  —  H.  H.  Roof,  Biloxi;  Rufus  Jones,  Clarksdale; 

Clopton  Thomas,  Corinth;  W.  H.  Hays,  Greenwood;  J.  T. 
Lowther,  Gulfport;  G.  Houenstein,  Hattiesburg;  R.  M.  Strip- 
lin.  Meridian;  Col.  R.  M.  Levy,-  West  Point;  R.  H.  Douthat, 
Yazoo  City;  R.  L.  Simpson,  Gulfport;  Henderson  Baird, 
Greenwood;  W.  H.  Carter,  Columbus;  W.  B.  Potts,  Kosci- 
usko; Thomas  Owen,  Cleveland;  Lee  Richardson,  Vicksburg; 

F.  F.  Rankin,  Columbia;  X.  A.  Kramer,  Magnolia;  J.  M.  Mc- 
Grath,  Brookhaven;  J.  T.  Thomas,  Grenada;  C.  P.  Hannah, 
Hattiesburg;  George  Grayson,  Biloxi;  J.  A.  Leggett,  Waynes- 
l)oro;  Douglas  Latimer,  Ways;  W.  A.  Duke,  Jackson;  E.  R. 
Holmes,  Yazoo  City;  F.  J.  Duflfy,  Natchez;  J.  W.  Provine, 
Clinton;  C.  A.  Gleason,  Brookhaven;  T.  E.  Batson,  Hatties- 
burg; J.  L.  Gaddis,  Bolton;  W.  T.  Stewart,  Gulfport;  J.  F. 
Flournoy,  Jr.,  Canton. 

North  Carolina  —  Hon.  H.  B.  Varner,  Lexington;  Hon. 
Benehan  Cameron,  Stagville;  Dr.  Joseph  Hyde  Pratt,  Chapel 
Hill;  Hon.  E.  C.  Chambers,  Asheville;  Hon.  E.  C.  Duncan, 
Raleigh. 

South  Carolina  —  Reid  Whitford,  Charleston;  F.  H.  Hyatt, 
Columbia;  La  Coste  Evans,  Cheraw;  W.  H.  Wharton,  Union; 
D.  A.  Spivey,  Conway;  William  Coleman,  Whitmire;  John  T. 
Stevens,  Kershaw;  F.  Horton  Colcock,  Columbia;  Arch  B. 
Calvert,  Spartanburg;  W.  G.  Sirrine,  Greenville;  W.  D.  Mor- 
gan, Georgetown;  J.  D.  McBride,  Florence;  D.  M.  Crosson, 
Lexington;  W.  C.  Farber,  Batesburg;  W.  M.  Otis,  Columbia; 
George  L.  Haker,  Columbia;  H.  L.  Watson,  Greenwood;  F. 
H.  Shirley,  Westminster. 

Virginia  —  G.  Smith  Walters,  Onancock;  Dr.  William  M. 
Thornton,  University;  Edward  Duncan,  Alexandria;  E.  M. 
Ncttleton,  Covington;  C.  N.  Stacy,  Amelia;  O.  L.  Evans, 
Amherst;  J.  R.  Horsley,  Appomattox;  J.  F.  Harper,  Waynes- 
boro; H.  H.  Byrd,  Warm  Springs;  J.  J.  Scott,  Bedford  City; 
Frank  L.  Dunn,  Bland;  Edgar  Nininger,  Daleville;  Col.  A.  S. 
Buford,  Lawrenceville;  W.  L.  Dennis,  Grundy;  Hon.  Sands 
Gayle,  Gold  Hill;  O.  L.  McCraw,  Lynchburg;  C.  C.  Chew- 
ning,  Chilesburg;  S.  Floyd  Landroth,  Galax;  John  M.  Gill, 
Malvern  Hill;  Hon.  B.  D.  Adams,  Red  Oak;  George  B.  Rus- 
sell, Drake's  Branch;  W.  A.  Horner,  South  Richmond;  J.  L. 
Hunston,  Berryville;  N.  E.  Spossard,  New  Castle;  E.  H. 
Gibson,  Culpepper;  C.  R.  Sanderson,  Cartersville;  Columbus 
Phipps,  Clintwood;  W.  M.  Martin,  Petersburg;  H.  H.  Holt, 
Hampton;  Richard  Armstrong,  Hampton;  G.  W.  Ellis, 
Lloyds;  Joseph  Berry,  Vienna;  E.  W.  Allen,  Warrenton;  D. 
W.  Link,  Simpson;  C.  E.  Jones,  Carysbrook;  J.  H.  Ferguson, 
Taylor's  Store;  C.  H.  Schenck,  Winchester;  W.  E.  C.  Merri- 
man,  Narrows;  C.  E.  Smith,  Jr.,  Gloucester;  L.  A.  Ransone, 
Elk  Hill;  H.  Graybeal,  Spring  Valley;  G.  B.  Parrott,  Stan- 
ardsville;  W.  R.  Cato,  North  Emporia;  J.  S.  Newbill,  Scotts- 
burg;  C.  S.  Luck,  Ashland;  H.  C.  Beattie,  Richmond;  D.  S. 
Davis,  Martinsville;  Willis  Gibson,  Vanderpool;  Parke  P. 
Deans,  Windsor;  J.  B.  Vaiden,  Williamsburg;  F.  C.  S.  Hunter, 
King  George;  J.  W.  Fleet,  Biscoe;  W.  T.  Mooklar,  Mango- 
hick;  F.  W.  Lewis,  Morattico;  E.  E.  Skaggs,  Jonesville; 
Harry  Pancoast,  Purcellville;  Hon.  F.  W.  Sims,  Louisa;  R. 
S.  Weaver,  Victoria;  Frank  Walker,  Locust  Dale;  Col.  Lucius 
Gregory,  Chase  City;  R.  H.  Stubbs,  Saluda;  Prof.  R.  B.  H. 
Begg,  Blacksburg;  G.  E.  Bunting,  Suffolk;  Major  W.  M. 
Boyd,  Roseland;  W.  P.  Tunstall,  Roxbury;  Maurice  G.  Long, 
Norfolk;  R.  D.  Stevenson,  Cobb;  C.  A.  Coppedge,  Lillian; 
Capt.  E.  F.  Lockett,  Crewe;  Henry  Holliday,  Rapidan;  Floyd 
W.  Weaver,  Luray;  Dr.  R.  S.  Martin,  Stuart;  G.  W.  East, 
Chatham;  Dr.  R.  D.  Tucker,  Powhatan;  N.  B.  Davidson, 
Farmville;  W.  D.  Temple,  Prince  George;  C.  B.  Ryan,  Nor- 
folk; C.  C.  Leachman,  Manassas;  A.  L.  Jordan,  Dublin;  W. 
H.  Massie,  Washington;  R.  Carter  Wellford,  Warsaw;  J.  H. 
Marstcller,   Roanoke;    Col,   T.   A.   Jones,   Lexington;   M.    H. 


170 


GOOD    ROADS 


September  11,  1915 


Harrison,  Ishnd  Ford;  C.  T.  Smith,  Gardner;  B.  T.  Culbert- 
son,  Dungannon;  R.  L.  Campbell,  Capon  Road;  B.  E. 
Copenhaver.  Marion:  L.  H.  Brantley,  Ivor;  L.  P.  Chown- 
ing.  Tartlows;  Gus  Wallace.  Fredericksburg;  G.  A.  Savage, 

■■  :  ce;  G,  H.  Blood,  Homeville;  George  Hurt,  Pounding 
\V.  H.  Turner,  Front  Royal;  William  Mayo,  Coles 
IV'iai;  E.  J.  Prescott,  Big  Stone  Gap;  M.  H.  Jackson,  Fosters 
Falls;  C  H.  Shields,  Yorktown. 

Washington  —  Hon.  Edward  Meath,  State  Treasurer, 
Olympia. 


Bulletin  K-C-R  has  been  issued  by  the  Good  Roads  Ma- 
chinery Co.,  Inc.,  Kennett  Square,  Pa.  It  describes  the  Yuba 
Champion  ball  tread  tractor  and  is  illustrated  with  halftone 
reproductions  of  the  tractor  and  its  various  parts. 

A  40-page  catalogue,  descriptive  of  the  Detroit  trailer  for 
use  with  motor  trucks,  has  been  issued  by  the  Detroit  Trailer 
Co.,  Inc.,  Detroit,  Mich.  It  contains  halftone  illustrations 
of  the  various  types  of  trailers  manufactured  by  the  com- 
pany and  testimonials  from  a  number  of  those  who  have 
used  the  vehicles. 


MEETINGS 


Massachusetts  Highway  Association 

The  August  meeting  of  the  Massachusetts  Highway  Asso- 
ciation was  held  in  Worcester,  Mass.,  recently  and  was  the 
occasion  of  an  inspection  of  the  streets  and  roads  of  Wor- 
cester and  the  northern  part  of  Worcester  County. 

At  a  banquet  held  in  the  Hotel  Bancroft  speeches  were 
made  by  Mayor  Wright  and  Alderman  P.  G.  Holmes,  of 
Worcester,  the  latter  being  Chairman  of  the  General  Com- 
mittee on  Arrangements,  and  Frederick  H.  Clark,  President 
of  the  association.  A  musical  program  followed  the  banquet 
and  souvenir  books,  prepared  for  the  occasion  by  John  W. 
Odiin,  Secretary  to  the  Mayor,  were  distributed. 


PERSONAL   NOTES 


P.  A.  Gorman,  former  Street  Commissioner  of  Waco,  Tex., 
died  recently  at  his  home  in  that  city,  aged  63  years. 

C.  E.  Hicks  has  been  appointed  City  Engineer  of  Mechan- 
icsville,  N.  Y.,  under  the  new  commission  administration. 

L.  G.  Quigley  has  been  appointed  representative  of  the 
Barrett  Manufacturing  Co.,  with  headquarters  at  Menominee, 
Mich. 

C.  D.  Mc.^rthur,  after  more  than  a  year's  absence,  has 
again  assumed  office  as  Chief  Engineer  of  the  Blaw  Steel 
Construction  Co.,  Pittsburgh,  Pa. 

E.  E.  East,  formerly  an  inspector  on  the  forces  of  the  Cali- 
fornia State  Highway  Department,  has  been  promoted  to  the 
position  of  Assistant   Division   Engineer. 

J.  H.  Hoskins,  former  Chief  Engineer  of  the  County  High- 
way Commission  of  Dickson  County,  Tenn.,  has  been  ap- 
pointed Chief  Engineer  of  the  Rhea  County  Highway  Com- 
mission with  headquarters  at  Dayton,  Tenn. 

Albert  J.  Himcs  has  been  appointed  Engineer  in  charge  of 
grade  crossing  elimination  with  headquarters  at  Cleveland,  O. 
He  was  formerly  \aluation  Engineer  at  Cleveland  for  the 
New  York,  Chicago  &  St.  Louis  Railroad. 

A.  S.  Huntsman,  who  has  been  an  Assistant  Engineer  on 
the  primary  roads  of  the  State  of  Washington,  has  been 
placed  m  charge  of  that  part  of  the  Pacific  Highway  known 
as  the  \ancouver  North  Link,  with  headquarters  at  Ridge- 
field.  W  a<(h. 


NEWS  OF  THE  TRADE 


A  catalogue  recently  issued  by  the  Stockland  Road  Ma- 
chinery Co..  Mmneapolis,  Minn.,  covers  the  company's  entire- 
hne,  mcluding  road  machines,  scrapers,  planers,  drags,  plows 
and  stump-pullers. 


NEWS  NOTES 


Bomls  to  <he  Amount  of  81.000,000  have  been  voted  in  Ven- 
tura County,  Cal.  The  proceeds  are  to  be  used  for  road  con- 
struction. 


Cumberlnnd,  Mil.,  AVlll  Have  Spent  $200,000  on  street  improve- 
ments by  the  end  of  the  current  year,  according  to  a  statement 
by  City  Engineer  James  P.  Gaffney. 


The  City  Commission  of  Dayton,  O.,  is  considering  an  ordi- 
nance for  an  issue  of  $338,000  worth  of  flood  emergency  bonds 
for  the  construction  of  bridges  at  Fifth  and  Webster  Streets. 


The  State  Road  Commission  of  Delaware  estimates  that  it 
will  cost  $1,000,000  to  replace  old  bridges  with  new  structures 
on  the  new  state  road  system.  The  next  Legislature  is  ex- 
pected  to   appropriate   the   money. 


The  City  Council  of  Lebanon,  Pn.,  has  directed  that  permits 
for  the  laying  of  sidewalks  and  curbs  in  the  street  paving  dis- 
trict be  issued  this  year  without  the  customary  fee  of  $1  and 
that,   in  cases  of  permits  already  issued,   the  fee  be  refunded. 


The  City  Ofllelnls  of  Pittsburgh,  Pa.,  arc  planning  to  submit 
a  proposition  to  issue  bonds  for  $2,17!i',000  to  a  vote  of  the 
people  at  the  November  election.  It  is  proposed  to  use  ap- 
proximately $1,. 568, 000  of  the  amount  for  street  and  bridge 
-.vorR. 


The  Constitutional  Convention  of  Neiv  York  State  has  under 
consideration  an  amendment  by  which  $2,203,000  surplus  in  the 
highway  fund  may  be  apportioned  among  counties  where  the 
construction  of  connecting  links  on  tho  state  highway  is  nec- 
essary. 


The  State  of  West  Virginia  has  paid  to  Kanawha  County, 
W.  Va..  $187,500  on  a  recent  issue  of  $650,000  road  improve- 
ment bonds.  This  is  in  accordance  with  the  state  plan  of  in- 
vesting monies  from  the  workmen's  compensation  fund  in  de- 
sirable   county   road    bonds. 


Stockholders  of  the  Hnrrlsbnre.  Carlisle  &  Chnmbersburs 
Turnpilic  Kond  Co.,  met  in  Chambersburg  recently  and  gave 
favorable  consideration  to  an  offer  of  the  Pennsylvania  State 
Highway  Department  to  purchase  the  turnpike  between  Ship- 
pensburg  and  Chambersburg,  Pa.  It  is  understood  that  the 
amount    offered    was    $25,000. 


The  Ilureau  of  Forelicn  and  Domestic  Commerce,  Department 
of  Commerce,  suggests  that  American  manufacturers  having 
agents  or  representatives  in  Australia  and  New  Zealand,  com- 
municate with  the  office  of  the  United  States  Commercial  At- 
tache at  Melbourne,  Australia,  giving  the  names  and  addresses 
of  these  agents  or  representatives  and  any  other  information 
that  may  be  necessary  regarding  the  extent  of  territory  over 
which  they  have  control  and  the  character  of  the  goods  man- 
ufactured. It  Is  believed  that  from  this  information  a  direc- 
tory could  be  complied  which  would  greatly  facilitate  Amer- 
ican  trade. 


DurlDK  the  Month  of  August  53  Persons  were  Killed  In  New 
York  City  in  accidents  due  to  vehicular  traffic,  according  to  the 
report  of  tho  National  Highways  Protective  Society.  Of  these 
deaths  36  were  caused  by  automobiles,  18  being  of  children 
under  16  years  of  age.  Trolley  cars  killed  11  persons  and 
wagons  killed  6.  During  August,  1914,  29  persons  were  killed 
by  automobiles.  11  by  trolley  cars  and  13  by  wagons.  In  the 
.State  of  New  York,  outside  of  New  York  City,  automobiles 
caused  the  death  of  39  persons,  trolley  cars  of  3  and  wagons 
of  2  during  August.  In  New  Jersey,  28  persons  were  killed  by 
automobiles  and  6  by  trolley  cars. 


Ill 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  SEPTEMBER  18,  1915 


Ntunbsr 

12 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NA.SSA.tJ  STREET 
NEW^  YORK,  N.  Y. 


Cable  Address :   Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  ¥2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  Sl.OO  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  oflBce. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  oiHce  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


The  Pan-American  Road  Congress  Held 
at  Oakland,  California 

The  Pan-American  Road  Congress,  the  first  road  meeting 
to  be  held  under  the  joint  auspices  of  the  American  Road 
Builders'  Association  and  the  American  Highway  Associa- 
tion— the  leading  road  organizations  of  the  country  in  their 
respective  fields — was  held  at  Oakland,  Cal.,  on  the  four  days 
beginning  Monday  of  this  week. 

The  formal  opening  took  place  on  Monday  forenoon,  Sep- 
tember 13.  In  the  absence  of  Governor  Charles  W.  Gates  of 
Vermont,  who  was  compelled  to  return  East,  the  opening 
address  was  made  by  James  H.  MacDonald,  former  State 
Highway  Commissioner  of  Connecticut.  This  was  followed 
by  welcoming  addresses  by  state  and  city  officials  and  by 
a  response  on  behalf  of  the  .American  Road  Builders'  Asso- 
ciation by  President  George  W.  Tillson,  Consulting  Engineer 
to  the  President  of  the  Borough  of  Brooklyn,  New  York, 
N.  Y.  The  response  on  behalf  of  the  American  Highway 
Association  was  made  by  Field  Secretary  Charles  P.  Light, 
neither  President  Fairfax  Harrison  nor  Vice  President  Logan 
Waller  Page  of  the  latter  organization  being  present. 

Tlie  technical  papers  and  discussions  followed  very  closely 
the  program  which  was  printed  in  full  in  "Good  Roads"  for 
September  4. 

On  Monday  evening  a  smoker  was  given  by  the  Commercial 
Club  of  Oakland  at  the  Hotel  Oakland,  and  on  Tuesday 
evening  the  Pan-American  Road  Congress  Banquet  was  held 
in  honor  of  distinguished  guests  at  the  congress. 

On  Wednesday  bronze  medals  were  presented  by  the 
Exposition  officials  to  each  of  the  four  associations  par- 
ticipating in  the  congress — the  American  Road  Builders'  Asso- 


ciation, the  American  Highway  Association,  the  Tri-State 
Good  Roads  Association  and  the  Pacific  Highway  Associa- 
tion. 

Aside  from  the  presentation  of  technical  papers,  the  prin- 
cipal business  of  the  congress  on  Thursday  comprised  the 
action  on  the  report  submitted  by  the  Committee  on  Resolu- 
tions. One  of  these,  to  the  effect  that  the  Pan-American 
Road  Congress  recommend  to  the  Congress  of  the  United 
States  the  advisability  of  investigating  the  necessity  for  build- 
ing a  hard  surfaced  highway  along  the  Pacific  Coast  from 
Mexico  to  British  Columbia  and  also  other  highways  to  be 
used  for  military  and  other  purposes,  was  adopted  after  a 
spirited  discussion. 

Meetings  of  the  American  Road  Builders'  Association  and 
the  -American  Highway  Association  were  also  held  on  Thurs- 
day. 

At  the  A.  R.  B.  A.  meeting  the  Nominating  Committee 
was  selected,  in  accordance  with  the  provisions  of  the  by- 
laws, which  were  explained  on  the  Road  Builders'  Page  in 
"Good  Roads"  for  September  4.  The  committee  selected 
consisted  of  Richard  H.  Gillespie,  Chief  Engineer  of  Sewers 
and  Highways,  Borough  of  the  Bronx,  New  York,  N.  Y.; 
James  H.  MacDonald,  former  State  Highway  Commissioner 
of  Connecticut;  George  W.  Cooley,  State  Engineer  of  Min- 
nesota, and  Secretary  of  the  Minnesota  State  Highway  Com- 
mission; Samuel  Hill,  Honorary  Life  President,  Washington 
State  Good  Roads  Association;  William  D.  Uhler,  Chief  En- 
gineer, Pennsylvania  State  Highway  Department;  W.  E.  At- 
kinson, State  Highway  Engineer  of  Louisiana,  and  S.  E. 
Bradt,  Secretary  of  the  Illinois  State  Highway  Commission. 

.'Vt  the  meeting  of  the  American  Highway  Association, 
Fairfax  Harrison,  President  of  the  Southern  Railway,  and 
Logan  Waller  Page,  Director  of  the  Office  of  Public  Roads 
and  Rural  Engineering,  U.  S.  Department  of  Agriculture, 
were  reelected  President  and  Vice  President,  respectively. 
In  addition,  the  following  were  elected  Directors:  James  H. 
MacDonald,  former  State  Highway  Commissioner  of  Con- 
necticut; E.  J.  Mehren,  Editor-in-Chief,  "Engineering  Rec- 
ord"; George  W.  Cooley,  State  Engineer  and  Secretary  of 
the  Minnesota  State  Highway  Commission;  Dr.  Joseph  Hyde 
Pratt,  State  Geologist  and  Secretary  of  the  North  Carolina 
State  Highway  Commission;  H.  G.  Shirley,  Chief  Engineer, 
Maryland  State  Roads  Commission,  and  C.  A.  Kenyon,  Presi- 
dent, Indiana  Good  Roads  Association. 

A  complete  account  of  the  congress  will  be  printed  in  "Good 
Roads"  for  October  2. 


Governor   Brumbaugh  of   Pennsylvania 
to  Inspect  State  Highways 

Governor  Brumbaugh  of  Pennsylvania  will  make  an  auto- 
mobile tour  of  inspection  of  the  Pennsylvania  state  highways 
during  the  first  week  in  October.  He  will  be  accompanied  by 
officials  of  the  State  Highway  Department  and  a  number  of 
other  persons.     The  tour  will  cover  960  miles. 


172 


GOOD    ROADS 


September  18,  1915 


Specifications  Covering  the  Rolling  of  Road 
Crusts  of  Various  Types* 

By  M«ier  W.  W.  Cnxbyt 

Before  proceeding  to  details,  it  seems  necessary,  for  the 
sake  of  clearness,  to  state  certain  general  principles  in  re- 
gard to  specifications.  Recognition  of  them  may  be  more 
general  than  the  speaker  is  aware,  but  it  seems  to  him  their 
emphasis  at  the  expense  of  reiteration  is  demanded  by  the 
apparent  frequency  of  their  neglect. 

In  the  first  place,  while  it  may  be  necessary  sometimes 
to  restrict  in  details  the  methods  to  be  followed,  generally 
it  will  be  found  more  satisfactory  to  specify  the  results  to 
be  obtained  rather  than  one  exact  method  for  reaching  the 
result.  Elasticity  for  meeting  variations  in  conditions  en- 
countered will  then  not  be  wanting.  This  is  especially  true 
as  regards  rolling. 

Secondly,  where  necessary  the  methods  of  producing  the 
result  may  be  limited  by  specific  description,  but  this  should 
be  done  only  when  unavoidable  for  the  insurance  of  proper 
results  and  for  preventing  the  production  of  a  result  which 
will  be  oflFered  for  acceptance  as  "just  as  good." 

Thirdly,  for  economic  reasons,  as  much  elasticity  in  the 
provisions  for  limits,  in  the  descriptions  of  the  machinery 
or  tools  allowed  for  use,  should  be  given  as  is  practicable. 

Fourthly,  the  specification  of  the  result  to  be  secured  should 
be  absolutely  definite,  clear  and  as  brief  as  may  be  con- 
sistent. The  specification  should  so  describe  the  product 
that  no  more  room  for  argument  as  to  the  fulfillment  of 
the  specification  will  exist  than  will  be  occupied  by  a  few 
questions  whose  ans-wers  can  and  must  be  determined  by 
scientific  methods,  such  as  physical  or  chemical  analyses 
and  arithmetical  calculations  or  measurements. 

With  specifications  drawn  on  the  basis  of  the  foregoing, 
most  of  the  difficulties  complained  of  in  many  contracts 
would  be  obviated.  The  ever-recurrent  question  of  the  in- 
terpretation of  the  clauses  would  have  eliminated  from  it 
such  extremely  annoying  and  indefinite  factors  as  the  mean- 
ing of  many  phrases,  the  permitting  of  substitute  methods, 
the  personal  equation  in  interpretations  under  varied  condi- 
tions, and  be  resolved  into  one  simple  one — that  of  what 
will  be  the  maximum  allowance  of  variation  from  the  speci- 
fied results  for  the  actual  result  secured  to  be  acceptable. 

Assuming  now  that  the  specifications  in  regard  to  the  road 
crust  have  been  drawn  in  all  other  points  on  the  basis  out- 
lined, the  clauses  regarding  the  rolling  will  be  considered. 

As  an  example  of  what  not  to  do,  the  following  may  be 
cited: 

Immediately  after  the  application  of  the  refined  tar,  a  layer 
of  dry  No.  1  broken  atone,  not  to  exceed  three  eighths  (.%)  of 
an  Inch  In  thlcknesi,  shall  be  spread  and  broomed,  as  directed 
br  the  Engineer,  over  the  surface  of  the  refined  tar,  and  shall 
b«  at  once  rolled  as  directed  by  the  Engineer  with  a  roller 
welching  between   eight   (8)   and   fifteen   (IS)  tons. 

To  the  speaker  this  is  indeed  a  "monstrum  horrendum,  in- 
forme,  ingens,  cui  lumen  ademptum!"  And  yet  it  is  not  a 
"creature  of  the  imagination"  of  the  speaker,  but  really  a 
verbatim  extract  from  a  set  of  specifications  recently  adopted 
as  "standard"  (save  the  mark  I)  by  a  national  society  of  con- 
siderable pretensions.  It  is  not  the  intention  of  the  speaker 
to  digress  into  a  discussion  of  either  the  syntax  of  the 
clause  or  the  propriety  of  the  expression  "as  directed  by 
the  Engineer."  Familiarity  of  his  audience  with  the  dis- 
cussion on  the  latter  will  be  assumed.  He  merely  wishes 
to  illustrate  by  the  quotations  his  remarks  here.  Take  the 
foregoing  as  the  "before"  picture.  Let  us  see  how  an  "after" 
looks. 


•Pap«r  praMnted  bafore  Section  D  of  the  American  Associa- 
tion for  the  Advancement  of  Science,  at  the  Phlladelohla  meet- 
ing. December.  I»t4. 

tConsultlng  Engineer.  Baltimore,  Hd. 


Immediately  after  the  application  of  the  refined  tar,  dry  No. 
1  broken  stone  shall  be  spread  and  broomed  into  an  even  layer 
that  will  not  be  over  three-eighths  (%)  of  an  inch  in  thickness 
over  the  surface  of  the  refined  tar,  and  this  layer  shall  be  at 
once  rolled  with  a  roller  of  not  less  than  eight  (8)  nor  more 
than  fifteen  (15)  tons  In  weight.  The  rolling  shall  be  con- 
tinued until  the  surface  shall   be  compact  and  even. 

Which  form  of  the  clause  is  more  definitely  interpreted? 
Under  which  are  opportunities  for  the  display  of  idiosyncra- 
sies by  engineer  and  contractor  greater?  Under  which  form 
is  it  more  easily  possible  to  estimate  the  cost  of  doing  the 
work  and  there  to  name  a  definite  price  for  it? 

For  further  illustration  of  the  theme,  let  us  consider  for 
a  moment  a  clause  from  the  printed  specifications  for  mac- 
adam used  by  a  large  English  city; 

The  second  coat  (of  metal)  shall  then  be  uniformly  applied 
and  the  whole  surface  shall  receive  a  thin  coating  of  fine 
granite  chippings  or  other  binding  material,  approved  by  the 
City  Surveyor,  not  exceeding  one  inch  in  size,  which  shall  be 
well  rolled  again   three  times. 

Now,  regardless  of  whether  this  city  surveyor,  who  it  may 
be  supposed  is  at  least  not  expected  to  be  of  extraordinarily 
small  size  in  any  particular,  would  lose  his  job  and  be  sup- 
planted (by  what?)  if  the  commas  were  lost,  is  not  the  in- 
elasticity or  unnecessary  and  inconvenient  rigidity  of  the 
clause  as  it  stands  apparent? 

Again,  from  a  large  city's  (in  this  country)  specifications: 

When  the  grading  has  been  completed,  the  entire  surface 
■hall  be  rolled  not  leas  tlian  three  times  with  a  steam  roller 
weighing  not  less  than  350  pounds  per  lineal  inch  of  roller; 
or,  if  In  the  opinion  of  the  Engineer,  the  use  of  a  steam  roller 
Is  impracticable,  he  may  permit  the  use  of  a  horse-roller 
weighing  not  less  than   250   pounds  per  Inch. 

Will  any  two  contractors  estimate  the  cost  of  the  rolling 
under  this   clause  at  the   same  figures? 

One  more  illustration,  this  time  from  specifications  of 
one  of  the  so-called  progressive  cities  of  the  country.  (It 
now  has  a  city  manager  who  seems  to  be  doing  good  work 
and  perhaps  it  should  be  presumed  that  the  city's  specifica- 
tions have  since  been  brought  beyond  criticism.  Neverthe- 
less, the  counterpart  of  the  clause  may  also  be  found  else- 
where.) 

The  surface  must  be  made  perfectly  even  by  heated  smoothers 
and  be  rolled  with  a  steam  roller  weighing  not  less  than  250 
lbs.  to  the  inch  run;  the  rolling  must  be  continued  for  not  less 
than  five   (5)    hours  for  each  1,000  square  yards  of  surface. 

Does  this  mean  that  the  roller  must  be  constantly  mov- 
ing, and,  if  so,  at  what  rate  of  speed?  Will  rolling  part 
of  the  1,000  sq.  yds.  of  surface  once  and  the  rest  of  it  as 
many  more  times  as  may  be  necessary  to  occupy  the  period 
fulfill  the  specifications? 

Various  other  questions  are  easily  framed,  and  it  is  neces- 
sary to  consider  the  possibilities  for  all  such  questions  as 
have  been  suggested,  because  of  the  conditions  usually  pres- 
ent in  connection  with  public  work — the  great  bulk  of  high- 
way work.  It  is  futile  to  argue  that  the  clauses  as  they 
stand  should  be  readily  understood  to  mean  this  or  that 
by  all  competent  highway  engineers  and  contractors,  and 
that  the  questions  above  suggested  are  merely  captious  criti- 
cisms. Contractors  for  public  work  of  this  character  are 
not  yet  usually  selected  and  invited  to  bid.  The  bidding  is 
open  to  all — experienced  or  inexperienced,  intelligent  or 
stupid,  straight  or  crooked,  who  can  fulfill  certain  (general- 
ly financial)  requirements,  and  the  difficulties  in  the  way  of 
rejecting  the  low  bid  are  well  known.  Many  green  con- 
tractors have  to  be  educated;  many  would-be  sharp  ones 
held  in  the  narrow  path,  and  competition  in  bidding  must  be 
encouraged.  Again,  the  supply  of  inspectors,  as  well  as  of 
contractors,  must  be  examined  through  the  same  glasses, 
and  provisions  be  made  for  using  that  material  also  to  the 
best  advantage,  considering  its  likely  qualities.  Friction, 
as  well  as  lawsuits,  must  be  avoided. 

As  far  as  possible,  there  should  be  left  no  opportunity 
for  such  questions  as  are  indicated  above,  and  the  specifica- 


September  18,  1915 


GOOD     ROADS 


173 


tions  may,  to  this  end,  even  express,  to  a  certain  extent  and 
as  before  suggested,  definite  methods  to  be  followed  in  the 
production  of  results,  as  well  as  describe  exactly  the  results 
themselves. 

Having  criticised  what  has  been  done,  it  is  but  fair  that 
the  speaker  should  specifically  propose  something  to  be  done 
in  this  line  and  illustrate  his  proposition  also.  To  attempt 
to  cover  here  every  case  of  rolling  the  road  crust  would  be 
probably  as  unnecessary  as  it  would  be  uninteresting  to  the 
audience.  Hence  the  speaker  will  limit  his  suggestions  to 
what  he  considers  a  few,  but  perhaps  typical,  exhibits. 

He  thinks  the  "rolling"  clauses  should  be  as  follows: 

For  Water  Bound  Macadam 

Subgrade 

The   portion   of   the   roadbed   prepared  for   the  crust  shall   be 
-ft.    wide,    be    brought    to    the    grades   and    cross    sections 


shown  on  the  plans,  and  be  rolled  with  a  self-propelled  roller 
until  firm  and  solid.  All  depressions  that  may  appear  during 
the  rolling  shall  be  filled  with  approved  earth  and  reroltcd 
until  a  firm,  even  surface  with  a  proper  grade  and  cross  section 
shall  be  obtained. 

First  Course 

After  the  layer  of  broken  stone,  slag,  gravel,  shells,  or  othei 
metal  for  the  first  course  shall  have  been  spread  uniformly 
to  the  proper  cross  section,  it  shall  be  rolled  with  a  three- 
wheeled,  self-propelled  roller,  weighing  not  less  than  10  tons, 
until  the  layer  shall  be  compacted  to  form  a  firm,  even  surface. 
Should  any  serious  difficulty  in  compacting  such  metal  as 
certain  granitic  rocks  be  experienced  while  rolling,  lightly 
spreading  the  layer  with  sand  or  other  material  or  sprinkling 
it  with  water,  all  as  may  be  approved  by  the  Engineer,  shall 
be  employed.  The  rolling  shall  begin  at  the  sides  and  work 
toward  the  center  of  the  roadway  thoroughly  covering  the 
space  with  the  rear  wheels  of  the  roller.  The  rolling  shall 
be  discontinued  before  the  pieces  of  metal  lose  their  angular 
character. 

Should  any  uneven  nesses  or  depressions  appear  during  or 
after  the  rolling  of  the  first  course,  they  shall  be  remedied  with 
fresh  metal  of  the  same  kind  as  previously  used  and  the 
rolling  shall  thereupon  be  resumed  and  continued  until  a  firm, 
uniform  and  even  surface  shall  be  obtained.  Should  subgrade 
material  appear  at  any  time  to  have  churned  up  into  or  mixed 
with  the  metal  of  the  first  course,  the  contractor  shall,  at  his 
own  expense  and  without  extra  compensation,  dig  out  and 
remove  the  mixture  of  subgrade  material  and  metal  and  re- 
place the  same  with  clean,  fresh  metal  of  the  same  kind  as 
previously  used  in  this  course,  thoroughly  rerolling  and  com- 
pacting the  fresh  metal  so  that  the  first  course  shall  finally  be 
firm,  uniform  and  even  on  its  surface  with  the  latter  at  the 
proper  grade  and  cross  sections. 

Second  Coarae 

After  the  metal  for  the  second  course  shall  have  been  spread 
to  the  proper  thickness  and  cross  sections,  it  shall  be  rolled 
as  hereinbefore  provided  under  the  head  of  "First  Course," 
except  that  water,  in  connection  with  the  roling,  shall  be  used 
as  follows:  When  the  rolling  shall  have  been  carried  on  to 
the  point  where  the  metal  of  the  second  course  will  not  push 
or  "weave"  ahead  of  the  roller  and  any  depressions  or  uneven- 
nesses  have  been  properly  remedied  as  provided,  the  rolling  shall 
be  interrupted  and  a  thin  layer  of  sand,  screenings,  or  other 
approved  binding  material,  shall  be  evenly  spread  over  the 
surface  of  the  second  course  metal  with  as  little  disturbance 
of  the  latter  as  possible.  The  quantity  of  fine  material  so  ap- 
plied shall  be  just  sufficient  to  cover  the  metal  and  care  shall 
be  exercised  to  avoid  its  use  in  excess.  Water  shall  then  be 
sprinkled  on  the  roadway  surface  and  the  rolling  at  the  same 
time  resumed,  the  quantity  of  water  used  being  such  as  will 
prevent  the  fine  material  from  sticking  to  the  wheels  of  the 
roller.  The  combined  watering  and  rolling  shall  be  continued 
until  the  voids  of  the  metal  shall  become  so  filled  with  the 
finer  particles  as  to  result  In  a  wave  of  water  being  pushed 
along  the  roadway  surface  ahead  of  the  roller  wheel.  The 
watering  and  rolling  shall  then  be  discontinued  until  the 
macadam  shall  have  dried  out.  If  then  the  metal  shall  begin 
to  loosen  and  to  appear  on  the  roadway  surface,  or  it  the 
voids  In  the  metal  shall  appear  to  be  not  properly  filled,  the 
watering  and  rolling  shall  be  resumed  with  the  application 
of  only  as  much  additional  fine  material  as  may  be  necessary. 
Any  depressions  or  unevennesses  appearing  during  the  above 
operation  shall  be  remedied  by  the  contractor  as  hereinbefore 
provided  and  when  completed,  the  macadam  shall  be  uniform, 
firm,  compact  and  of  at  least  the  thickness  required  and 
•hall  have  an  even  iurfaoe  nowhere  deparflngr  by  more  than 


one  inch  from  the  grades  and  cross  S';ctions  shown  on  the 
plans. 

For  Brick  Pavementa 

Tlie   portion   of  the   roadbed  prepared   for   the   crust  shall   be 

ft.   wide,   be   brought   to   the   grades    and   cross   sections 

shown  on  the  plans,  and  be  rolled  with  a  self-propelled  roller 
until  firm  and  solid.  All  depressions  that  may  appear  during 
the  rolling  shall  be  filled  with  approved  earth  and  rerolled 
until  a  firm,  even  surface  with  a  proper  grade  and  cross  section 
shall   be   obtained. 

Cushion 

After  the  material  for  the  cushion  shall  have  been  evenly 
distributed  to  the  proper  thickness  and  spread  to  the  proper 
grades  and  cross  section  It  shall  be  thoroughly,  firmly  and 
evenly  compacted  by  rolling.  The  roller  shall  weigh  not  less 
than  ten  (10)  pounds  per  inch  in  length,  should  approximate 
twenty-four  (24)  inches  in  diameter,  and  shall  not  be  more 
than  thirty  (30)  inches  in  length.  After  rolling  until  the 
cushion  shall  be  properly  compacted  as  above  prescribed,  the 
template  shall  be  applied,  and  if  the  surface  of  the  cushion 
shall  be  found  to  be  not  uniformly  parallel  to  the  surface 
required  for  the  finished  pavement  nor  at  the  proper  grades, 
the  defects  shall  be  remedied  and  the  rolling  shall  then  be 
repeated. 

Rollins  tbe  Brlclc 

After  the  bricks  for  the  pavement  shall  have  been  laid  as 
provided  and  the  surface  of  the  roadway  swept  clean,  the 
brick  shall  be  rolled  with  a  self-propelled  tandem  roller,  having 
a  weight  of  not  less  than  three  (3)  nor  of  more  than  five  (5) 
tons.  The  first  passage  of  the  roller  over  the  brick  shall  be  at 
a  slow  pace,  shall  be  begun  at  the  curb,  and  the  rolling  shall, 
by  means  of  overlapping  passages  parallel  to  the  curb,  proceed 
to  the  center  of  the  street.  The  rolling  shall  then  proceed 
from  the  other  curb  to  the  center  in  the  same  manner.  The 
roadway  shall  thereafter  be  rolled  transversely  by  parallel 
overlapping  passages  from  curb  to  curb,  at  each  angle 
of  forty-five  (45)  degrees,  with  the  curbs,  and  finally 
by  passages  of  the  roller  parallel  to  the  curbs  as 
at  first  above  described.  When  the  rolling  shall  have 
been  completed,  as  above  described,  the  surface  shall 
be  even  at  the  proper  grades  and  cross  sections.  Any 
depression  exceeding  one-quarter  CA)  of  an  Inch  in  depth 
under  a  ten  (10)  foot  straightedge  laid  on  the  surface  of  the 
brick  parallel  with  the  curb  shall  be  properly  remedied  by  the 
contractor,  at  his  own  expense  and  without  extra  compensa- 
tin. 


Ohio  Contracts  Practically  Complete  Road 
Program  for  1915 

State  Highway  Commissioner  Clinton  Cowen  of  Ohio  re- 
cently received  bids  for  approximately  $211,000  worth  of  road 
construction  and  repair  work  in  various  counties  of  the  state. 
These  contracts  practically  complete  the  1915  program  of 
(he  Ohio  State  Highway  Department. 

The  low  bidders  for  tlie  various  contracts,  together  with 
the   character  of  the  work  to  be  done,  are  as   follows: 

Allen  County — Lima-Delphos  Road,  Marion  Township; 
macadam;  2.1  miles;  J.  A.  Westrick,  Holgate,  $25,900. 

Butler  County — Cincinnati-Hamilton  Road,  Fairfield  Town- 
ship; constructing  steel  bridge;  Carver  &  Wirtz,  Hamilton, 
$1,298.99. 

Champaign  County — Urbana-Sidney  Road,  Concord  Town- 
ship; macadam;  1  mile;  Korah  F,.  Kunkle,  Dayton,  $7,943. 

Delaware  County— Columbus-Sandusky  Road.  Delaware 
and  Liberty  Townships;  bituminous  macadam;  1  mile;  Ed- 
wards Brothers,  Sunbury,  $12,500;  water  bound  macadam, 
$13,050. 

Geauga  County — Burton-Bloomfield  Road;  concrete;  3 
miles;  Yount  &  Jackson  Co.,  Dayton,  $29,000. 

Montgomery  County — Dayton-Troy  Road,  Madriver  Town- 
ship; brick;  1.3  miles;  Yount  &  Jackson  Co.,  Dayton,  $24,900; 
Dayton-Indianapolis  Road,  Madison  and  Jefferson  Town- 
ships; brick,  and  constructing  bridges  and  culverts;  2  miles; 
Yount  &  Jackson  Co.,   Dayton,  $34,940. 

Vanwert  County — Vanwert-Delphos  Road,  Ridge  Town- 
ship; macadam;  1  mile;  McArthur  &  Fox,  Belle  Center,  $9,100. 


174 


GOOD    ROADb 


September  18,  1915 


Wyandot  County— Bucyrus-Upper  Sandusky  Road,  Crane 
I\n\nship;  brick;  1  mile;  Modern  Construction  Company, 
Kriiiiont,  $16,700;  Upper  Sandusky-Bellevue  Road,  Crane 
Township;  brick:  1  mile;  Modern  Construction  Company, 
Fremont.  $!5,70a 

Jefferson  County— Steubenville-Cambridge  Road,  Cross 
t."reek.  Island  Creek  and  Steubenville  Townships;  macadam 
resurfacinc ;  4  miles:  J.  V.  Warnick,  Cadiz,  $32,775. 


COMING  MEETINGS 


October  4-7.— Northwestern  Road  Congress.  —  .\nnual 
meeting.  Cedar  Rapids,  la.  Secy-Treas .  J.  P.  Keenan, 
Sentinel   BIdg.,   Milwaukee,   Wis. 

October  11-12.— National  Paving  Brick  Manufacturers'  As- 
sociation.— .Annual  convention,  Dayton,  O.  Secretary,  Will 
P.  Blair,  B.  of  L.  E.  Bldg.,  Cleveland,  O. 

October  12-13 — Alabama  Good  Roads  Association.— 19th 
annual  session.  Birinint;Iiani.  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— .Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16 — Southern  Appalachian  Good  Roads  Associa- 
tioa — .\nnual  convention,  Blucficld,  W.  \"a.  Secretary,  C.  B. 
Scott.    Richmond,  \'a. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruff, 70S  North  American   Bldg.,   Philadelphia,   Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago,  III. 


Institute   of   Paving    Brick    Manufacturers 

In  an  article  on  page  159  of  "Good  Roads"  for  September 
4,  in  which  was  noted  the  organization  of  the  Institute  of 
Paving  Brick  Manufacturers,  it  was  stated  that  the  next 
meeting  would  occur  at  Alton,  111.,  on  September  22.  It 
is  now  announced  that  the  place  of  meeting  has  been  changed 
to  the  Purtngton  Paving  Brick  Plant  at  Galesburg,  111.,  the 
date  remaining  the  same. 

.\»  previously  noted,  all  paving  brick  manufacturers  are 
invited  to  attend  this  meeting,  full  particulars  in  regard  to 
which  can  be  obtained  from  the  Secretary  of  the  organiza- 
tion. Robert  Kcplingcr.  who  may  be  addressed  in  care  of 
the  Metropolitan  Paving  Brick  Co.,  Canton,  Ohio. 


.\  meeting  will  be  held  at  New  Orleans,  La.,  oii  Novem- 
ber IS  and  16  for  the  purpose  of  organizing  the  .Teflferson 
Highway  .Association,  the  object  of  which  is  the  promotion 
of  a  highway  fron>  Winnipeg,  Manitoba,  to  New  Orleans. 
The  New  Orleans  .Association  of  Commerce  is  sending  out 
invitations  to  the  meeting  and  has  appointed  a  special  com- 
mittee, of  which  P.  M.  Milner  is  Chairman,  to  take  charge 
<>f  the  arr.'iiiL'tnirnts. 


A  meeting  for  the  purpose  of  completing  the  organization 
of  the  Jackson  Highway  Association  will  be  held  at  Nash- 
ville. Tcnn..  September  23  and  24,  under  the  auspices  of  the 
Nashville  Commercial  Club.  The  association  was  formed 
for  the  purpose  of  promoting  a  highway  from  the  Great 
r.aVe^  to  the  Gtilf  of  Mexico. 


PERSONAL    NOTES 


O.  H.  Lang  has  been  appointed  Highway  Engineer  of 
Thomas  County,  Ga.,  with  headquarters  at  Thomasville,  Ga. 

James  \V.  Cain,  former  Superintendent  of  Highways  of 
the  Borough  of  Queens,  New  York  City,  died  recently  at 
Bayside,  L.   I.,  aged  70  years. 

Thomas  B.  Twaddle,  Supervisor  of  Tulare  County,  Cal., 
for  a  number  of  years,  and  known  throughout  that  part  of 
the  country  as  a  good  roads  advocate,  died  recently  in  Santa 
Cruz,  Cal. 

B.  H.  Tong,  former  Assistant  City  Engineer  of  Muscatine, 
la.,  is  now  Engineer  for  E.  L.  Gochanous,  a  general  con- 
tractor of  Grandview,  la.,  and  is  engaged  on  concrete  pav- 
ing contracts  in  Burlington,  la. 

Charles  W.  Petit,  County  Surveyor  of  Ventura  County, 
Cal.,  has  been  appointed  Chief  Engineer  of  the  Ventura 
County  Highway  Commission.  He  will  have  charge  of  the 
construction  of  a  system  of  roads  to  be  built  under  the 
$1,000,000  bond  issue  which  was  voted  recently. 

John  H.  Lewis,  State  Engineer  of  Oregon,  has,  at  his  own 
request,  been  relieved  of  all  duties  and  responsibilities  in 
connection  with  highway  work  done  by  the  State  Highway 
Commission,  thus  ending  the  controversy  as  to  whether  Mr. 
Lewis  or  E.  I.  Cantine,  Chief  Deputy  State  Engineer,  is  in 
actual  charge  of  highway  engineering. 


NEWS  OF  THE  TRADE 


The  Barr  Clay  Co.,  Streator,  111.,  is  the  latest  of  the  Dunn 
Wire-Cut  Lug  Brick  Co.'s  licensees. 

The  Interstate  Wood  Fibre  Asphalt  Co.,  Port  Washing- 
ton, N.  Y.,  has  been  incorporated  under  the  laws  of  New 
York  with  a  capital  stock  of  $100,000.  The  company  will 
engage  in  the  preparation  of  paving  material,  quarrying  and 
contracting.  The  incorporators  are  George  V.  A.  McCIoskey, 
John  R.  Hennis  and  James  H.  Cullen,  Jr. 

The  Philip  Carey  Co.,  Cincinnati,  O.,  has  issued  a  folder, 
the'  principal  feature  of  which  is  a  letter  from  H.  Heim- 
buecher.  City  Engineer,  University  City,  St.  Louis,  Mo., 
regarding  the  advisability  of  using  the  Carey  Elastite  expan- 
sion joint  in  sidewalk  construction.  There  is  also  a  concise 
statement  of  the  merits  of  the  product,  the  whole  being  illus- 
trated with  half-tones  showing  methods  of  applying  the 
expansion  joint. 


NEWS  NOTES 


A  rropoHeil  Ilnnd  I«mie  of  !fl(M»,0'l<>  failed  of  adoption  at  a 
recent  special  election  in  Road  District  No.  1  of  Tyler  County, 
Tex. 


The  Good  RohiIr  Aiisoclntlonii  of  Ohio  and  Muiilenbei'g  Coun- 
ties, Ky..  have  completed  arrangements  to  devote  September  27 
and  28  to  building  the  du  Pont  Highway  from  Beaver  Dam  to 
Central  City,  a  distance  of  about  18  miles. 


At  a  Recent  F.Ieetlon  nt  DobltH  Ferry,  ?r.  Y.,  $150,000  was  voted 
for  the  purpose  of  paving  Broadway  with  brick  through  the 
village,  a  distance  of  about  two  miles.  As  stated  in  "Good 
Roads"  for  September  4,  on  completion  of  this  work,  Broadway 
will  be  paved  for  a  distance  of  about  27  miles,  from  the  Battery 
In  New  TprK  City  to  the  northern  boundary  of  Dobbs  Ferry. 


/7S 


GOOD  ROADS 

A  Weekly  Journal  of  Road  smd  Street  £n^ineeriiijt  and  Ck>ntracting 


OM  Seriei,  Vol.  XLVIII. 
K«w  Series,  Vol.  X. 


NEW  YORK,  SEPTEMBER  25,  1915 


Number 
13 


Founded  January,  1892 

published  weekly  by 
The  B.  L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:    Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments— will  be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co, 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Prospective  Highway  Legislation  in 
New   Jersey 

At  a  recent  meeting  of  the  New  Jersey  State  Association 
of  Boards  of  Chosen  Freeholders,  it  was  decided  to  prepare 
a  bill  amending  the  present  highway  laws  of  the  state,  for 
presentation  at  the  next  session  of  the  Legislature. 

In  addition  to  remedying  several  so-called  defects  in  the 
present  road  laws,  it  is  planned  to  secure  legislation  regard- 
ing the  distribution  of  state  appropriations  for  road  con- 
struction and  also  of  the  motor  vehicle  fund  for  road  main- 
tenance. 

A  meeting  will  be  held  shortly  at  which  representatives 
of  the  various  counties  will  discuss  the  matter  in  detail  and 
frame   the   desired  legislation. 


Alabama  Legislature  Fixes  Dates  for  "Good 
Roads  Days" 

At  the  last  session  of  the  Alabama  Legislature  a  law  was 
passed  establishing  August  14  and  15  of  each  year  as  "Good 
Roads  Days." 

The  observance  of  these  days  is  enjoined  upon  public  offi- 
cials, all  educational  and  public  institutions  and  patriotic 
citizens  of  the  state.  The  Governor  is  directed  to  issue  a 
proclamation  sixty  days  in  advance,  calling  upon  the  probate 
judges,  county  commissioners,  mayors  and  city  officials  to 
call  out  the  people  within  their  jurisdictions  to  work  on  the 
roads  on  the  days  designated.  The  State  Superintendent  of 
Education,  county  superintendents  and  other  educational  offi- 
cials are  directed  to  hold  suitable  exercises  in  their  respective 
institutions,  and  the  State  Highway  Commission  is  directed 


to  prepare  every  year  a  booklet  containing  a  suitable  pro- 
gram and  instructions  for  the  work  on  the  roads.  The  bill 
has  been  signed  by  Governor  Henderson  and  is  now  a  law. 

It  was  stated  that  the  legislation  was  enacted  at  the  re- 
quest of  the  Alabama  Good  Roads  Association,  which  claims 
the  honor  of  being  the  originator  of  the  "Good  Roads  Day." 


Florida  Counties  Have  Voted  Large  Sums  for 
Road  Work 

Several  counties  of  Florida  have  voted  bonds  aggregating 
nearly  $7,000,000  for  road  improvements,  and  elections  are 
pending  on  proposed  bond  issues  for  several  millions  addi- 
tional. 

Seminole  County  recently  voted  an  issue  of  $450,000  bonds 
for  brick  highways.  The  situation  in  other  counties  is  as 
follows: 

In  Hillsborough  County,  an  issue  of  $1,000,000  has  been 
voted  for  brick  roads,  to  be  completed  by  January  1,  and 
an  election  is  to  be  held  shortly  on  a  proposition  to  issue 
$500,000  more  for  the  purpose  of  completing  the  system. 

Orange  County  has  voted  $600,000  for  the  purpose  of 
paving  SO  miles  of  roads  with  brick,  the  work  to  be  com- 
pleted not  later  than  December  1. 

Duval  County  will  hold  an  election  on  a  proposed  issue 
of  $1,300,000  bonds  for  the  purpose  of  completing  a  system 
of  brick  roads.  An  issue  of  $1,000,000  has  already  been  voted 
for  the  construction  of  60  miles. 

St.  Johns  County  is  working  on  a  60-mile  stretch  of  brick 
roads,  to  be  completed  by  November  1,  under  a  $650,000 
bond  issue. 

Palm  Beach  County  recently  voted  $850,000  for  hard  sur- 
faced roads  and  a  bridge  over  the  St.  Lucie  River. 

Dade  County  has  already  completed  400  miles  of  roads 
and  recently  voted  an  additional  $100,000  to  complete  the 
system.  The  County  Commissioners  have  called  an  election 
for  October  19  on  the  question  of  issuing  $275,000  for  road 
and  bridge  construction. 

Two  districts  of  Volusia  County  have  voted  $750,000  and 
ihree  more  districts  will  vote  shortly  on  issues  aggregating 
$1,500,000. 

De  Soto  County  has  just  awarded  contracts  for  the  con- 
struction of  15  miles  of  brick  highway  under  a  $250,000  bond 
issue. 

The  Palatka  District  of  Putnam  County  recently  voted  to 
issue  bonds  to  the  amount  of  $208,000,  the  proceeds  of  which 
are  to  be  used  for  the  construction  of  brick  roads  and  con- 
crete bridges. 

An  election  will  be  held  soon  in  Polk  County  on  a  bond 
issue  of  $2,000,000  for  194  miles  of  brick  roads.  Pinellas 
County  has  voted  $715,000;  Manatee  County,  $360,000;  Lake 
County,  $515,000,  and  Columbia  County,  $250,000. 

In  addition  to  bonds  issued  and  proposed  by  the  counties, 
several  of  the  cities  of  Florida  have  voted  large  issues.  Jack- 
sonville recently  voted  $500,000  to  be  issued  in  installments  of 
$250,000  in  1916  and  1917.  Half  of  the  total  issue  willbe 
used  for  street  improvements. 


176 


GOOD    ROADS 


September  25,  1915 


Wisconsin  Legislature  Makes  Changes  in 
State  Highway  Laws 

Governor  E.  L.  Philipp  of  Wisconsin  has  signed  a  bill 
puscd  by  the  1915  Legislature,  amending  the  state  aid  high- 
way laws  in  a  number  of  important  features. 

Taken  in  connection  with  portions  of  the  old  law  left 
unchanged  and  the  provisions  of  it  modified  by  the  new 
law,  a  system  of  state  aid  with  state  supervision,  much  as 
in  the  past,  remains  in  eflFect.  The  State  Highway  Com- 
mission is  given  power  to  approve  plans  and  contracts  and 
to  generally  control  construction  about  as  formerly;  the 
county  highway  commissioner  has  charge  of  the  actual  con- 
•tniciion,  but  both  the  State  Highway  Commission  and 
county  highway  commissioner  must  act  with  and  cooperate 
with  a  state  aid  road  and  bridge  committee  elected  by  each 
county  board,  which  has  supervisory  control  as  to  the  gen- 
eral policy  and  conduct  of  the  work  in  each  county. 

Following  are  the  principal  changes  and  additions  to  the 
state  aid  law: 

1.  The  percentage  of  state  aid  paid  on  bridges  over  6  ft. 
in  span  was  increased  from  20  per  cent,  to  33'/i  per  cent., 
the  same  as  for  roads. 

2.  State  and  county  aid  for  road  and  bridge  construction 
in  cities  of  the  fourth  class,  having  a  population  of  5,000 
or  less  is  discontinued. 

3.  The  power  of  a  village  board  to  vote  taxes  is  dis- 
continued, and  the  right  to  vote  taxes  is  placed  upon  the 
electors  of  villages,  just  as  electors  of  towns  vote  taxes  for 
state  aid  purposes  at  the  regular  or  a  special  meeting. 

4.  Previously  a  town  or  village  could  vote  a  tax  of  3 
mills  for  state  aid  roads  and  bridges.  This  might  be  raised 
to  5  mills  by  a  three-fourths  vote.  This  was  changed  so 
that  towns  or  villages  with  valuations  under  $600,000  may 
TOte  2  mills;  between  $600,000  and  $1,000,000,  1%  mills; 
more  than  $1,000,000,  1  mill.  Twice  these  amounts  may  be 
TOted  by  a  three-fourths  vote. 

5.  Applications  by  towns  and  villages  for  state  and  county 
aid  may  now  be  filed  with  the  county  clerk  at  any  time 
before  the  first  day  of  the  annual  meeting  of  the  county 
board,  instead  of  September  1.  Accordingly  towns  and 
villages  may  vote  taxes  this  year  up  to  November  9,  instead 
of  up  to  September  1,  as  formerly. 

d.  The  powers  of  the  counties  to  make  road  improvements 
by  a  county  board  action,  disregarding  the  towns,  is  made 
more  specific,  and  it  is  provided  that  if  this  work  is  done 
in  amounts  of  $3,000  or  over,  the  state  will  pay  40  per  cent. 
and  the  county  60  per  cent. 

7.  Specific  power  is  given  the  county  boards  to  do  county 
and  sute  construction,  and  to  make  friendly  arrangements 
with  towns,  subscribers,  individuals,  and  abutting  property 
owners  to  help  pay  the  cost. 

8.  County  boards  are  given  power  to  reduce  the  application 
for  state  and  county  aid  from  any  town  or  village,  regard- 
less of  any  valuation,  to  $2,000,  if  the  board  should  so  vote. 
Within  the  limitations  on  town  and  county  taxes  and  this 
cutting  provision,  the  counties  must  meet  all  applications 
from  towns  and  villages  in  full  and  pro-rate  the  state  aid 
between  thera. 

9.  County  fax  limit  for  all  state  aid  purposes  is  reduced 
from  3  mills  to  2  mills. 

10.  A  county  state  aid  road  and  bridge  committee  is 
created  to  be  elected  by  the  county  boards  to  have  general 
administrative  control  of  state  road  and  bridge  construction 
in  each  county.  This  committee  may  be  three  or  five  in 
number  and  may  or  may  not  be  from  the  membership  of 
the  board.  The  limit  of  their  per  diem  and  expenses  is 
•et  at  $200  each  per  year,  unless  a  different  maximum  is 


fixed  by  the  county  board.     Their  powers  and  duties  are: — 

(a)  To  purchase  and  sell  road  machinery. 

(b)  To  determine  whether  work  in  the  county  shall  be 
done  by  contract  or  day  labor. 

(c)  To  make  all  contracts  for  state  aid  road  and  bridge 
construction  with  the  approval  of  the  State  Highway  Com- 
mission. 

(d)  To  direct  the  expenditure  of  maintenance  funds. 

(e)  To  audit  pay  rolls  and  material  claims. 

(f)  To  help  let  and  approve  contracts  for  county  aid 
bridges  costing  over  $500. 

It  is  provided  that  the  town  chairman  of  each  town  shall 
be  an  ex  officio  member  of  the  county  committee  as  far 
as  work  in  his  town  is  concerned. 

The  present  committee  customarily  dealing  with  state  aid 
matters  serves  until  the  new  committee  is  elected  or  ap- 
pointed in  each  county. 

11.  Examinations  of  candidates  for  the  position  of  county 
highway  commissioners  by  the  State  Highway  Commission 
is  done  away  with.  The  county  board  elects  the  county 
highway  commissioner  as  it  sees  fit,  and  is  not  held  to  any 
eligible  list,  as  has  been  the  case  for  the  last  two  years. 

12.  Upon  first  election  the  county  highway  commissioner 
shall  serve  one  year.  Upon  second  and  succeeding  elections 
he  shall  serve  two  years,  instead  of  permanently,  as  at  pres-' 
ent.  Terms  of  county  highway  commissioners  previously 
re-elected  permanently  will  expire  two  years  from  the  time 
of  their  taking  offica  the  last  time. 

13.  The  county  highway  commissioner  in  general  does  all 
construction  and  maintenance  work,  as  at  present,  except 
that  the  road  and  bridge  committee  will  act  as  a  board  of 
directors  acting  jointly  with  the  State  Highway  Commis- 
sion in  controling  the  general  conduct  of  the  work.  County 
highway  commissioners  can  no  longer  make  contracts  in 
the  name  of  the  county. 

14.  Payments  on  contracts  and  for  day  labor  are  covered 
very  specifically  in  the  new  law.  In  general  it  provides  for  the 
system  of  accounts  used  at  present  as  a  record  of  the  cost 
of  the  work,  but  a  fixed  statutory  method  is  given  for  all 
payments  out  of  the  county  road  and  bridge  fund,  instead  of 
leaving  it  to  be  fixed  by  the  county  board,  as  at  present. 

15.  In  the  future  counties  will  maintain  all  roads  built 
under  the  provisions  of  the  state  highway  law,  whether 
surfaced  or  only  graded,  instead  of  maintaining  only  the 
surfaced  roads,  as  at  present.  This  applies  to  earth  roads 
already  built  as  well  as  to  be  built. 

16.  No  road  or  bridge  fund  available  for  any  piece  of 
construction  can  be  over-drawn  by  a  county  highway  com- 
missioner except  with  the  written  consent  of  the  county 
board  or  county  road  and  bridge  committee. 

17.  The  method  of  distribution  of  the  state  highway  fund 
IS  entirely  changed.  At  its  November  session  each  county 
board  IS  in  the  future  to  be  notified  by  the  State  Highway 
Conimiss.on  of  its  share  of  this  state  highway  fund,  which 
IS  the  proportion  of  the  state  highway  fund  that  its  valu- 
ation IS  of  the  total  valuation  of  the  state.  The  county 
board  sets  aside  the  state  highway  money  either  for  its 
own  work  or  for  work  in  the  towns  or  villages,  or  both  as 
It  sees  fit,  and  if  the  fund  is  not  entirely  exhausted  by 
calls  made  on  it  at  the  November  session,  it  remains  to 
the  credit  of  the  county  until  the  first  day  of  the  following 
July  to  be  called  for  by  the  county  board  at  any  time  up 
to  that  date.     If  not  used  in  the  county,  the  balance  does 

not  go  to  any  other  county,  but  reverts  to  the  state  treasury 
to  be  used  m  making  up  the  state  highway  fund  the  succeed- 
ing year. 

18.  Town  chairmen  are  allowed  to  make  any  repairs  to 
state  highways  which  may  be  immediately  necessary,  and 
provides  that  the  county  shall  pay  for  such  repairs. 


September  25,  1915 


GOOD    ROADS 


177 


19.  Another  new  provision  prohibits  throwing  rubbish  on 
a  state  highway,  or  painting,  printing  or  pasting  any  adver- 
tisement, poster,  or  device  on  any  culvert,  bridge  or  guard 
rail,  and  a  fine  therefor  is  provided  to  go  into  the  county 
road  and  bridge  fund. 

20.  No  franchise  shall  hereafter  be  granted  on  or  along 
any  improved  state  highway  unless  the  same  is  approved 
by  the  county  board  of  the  county  in  which  such  highway 
lies. 

21.  County  boards  are  given  authority  to  erect  guide 
boards  on  the  state  highway  system  in  each  county,  and 
are  also  authorized  to  replace  section  corners  lost  or  mis- 
placed  in   state    highway    construction. 

A  supplementary  bill  covers  the  state  financial  features 
of  the  state  highway  law.  The  bill  as  finally  passed  pro- 
vides $785,000  annually  as  state  aid  for  highways  and  $65,000 
annually  for  the  support  of  the  State  Highway  Commission. 
These  sums  are  in  place  of  $1,200,000  and  $100,000,  respec- 
tively, per  year  previously  appropriated. 


Council   Votes   Street   Improvements   for 
Pittsburgh,  Pennsylvania 

The  City  Council  of  Pittsburgh,  Pa.,  has  approved  munici- 
pal improvements  which  will  entail  an  expenditure  of  ap- 
proximately $4,277,000,  which  will  be  provided  for  by  bond 
issues. 

Of  this  amount  it  is  intended  to  devote  $3,652,000  to  street 
and  bridge  work,  the  improvements  scheduled  being  as 
follows: 

Monongahela  Blvd.,  from  the  Court  House  to  Schenley 
Park,  $1,000,000;  extension  to  10th  St.,  bridge,  $800,000; 
widening  East  Ohio  St.,  $360,000;  Mt.  Washington  Blvd., 
$416,000;  Grand  Blvd.,  $300,000;  Federal  St.,  to  Manchester 
Bridge,  $300,000;  West  Carson  St.,  $200,000;  Warrington 
Ave.,  $150,000;  East  Carson  St.,  $75,000;  Chartiers  Ave., 
$51,000. 


COMING  MEETINGS 


October  4-7. — Northwestern  Road  Congress.  —  Annual 
meeting.  Cedar  Rapids,  la.  Secy-Treas.,  J.  P.  Keenan, 
Sentinel   Bldg.,   Milwaukee,   Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.   Blair,  B.  of  L.   E.  Bldg.,  Cleveland,   O. 

October  12-13 — Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingham,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipjil  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16 — Southern  Appalachian  Good  Roads  Associa- 
tion— Annual  convention,  Bluefield,  W.  Va.  Secretary,  C.  B. 
Scott,    Richmond,  Va. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruff,  705   North  American   Bldg.,   Philadelphia,   Pa. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  III. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chioaigo,  IH. 


American    Society   of   Municipal    Improvement 

The  22nd  annual  convention  of  the  American  Society  of 
Municipal  Improvement  will  be  held  at  the  Hotel  Miami, 
Dayton,  C,  October  12,  13,  14  and  15.  The  program  is  in 
course  of  preparation  and  will  be  issued  at  an  early  date. 
A  feature  of  the  convention  will  be  a  banquet  tendered 
by  the  National  Paving  Brick  Manufacturers'  Association 
on  October  12,  the  date  of  the  closing  of  its  own  convention 
at  Dayton.  Arrangements  for  the  entertainment  of  ladies 
accompanying  members  are  being  made  by  the  Dayton 
Engineers'   Club. 


PERSONAL   NOTES 


W.  H.  Rights  has  been  appointed  City  Engineer  of  Sey- 
mour, Ind. 

Charles  L.  Wood  has  been  appointed  Highway  and  Bridge 
Engineer  of  Lowndes  County,  Miss. 

C.  A.  Young  has  resigned  as  President  of  the  Eastern 
Paving  Brick  Manufacturers'  Association. 

H.  N.  Legreid,  County  Highway  Engineer  of  Hurnboldt 
County,  la.,  has  been  admitted  to  associate  membership  in 
the  Western  Society  of  Engineers. 

G.  W.  Greenwood  has  been  elected  President  of  the  East- 
ern Paving  Brick  Manufacturers'  Association,  vice  C.  A 
Young,  whose  resignation  is  noted  elsewhere  in  this  column. 

W.  P.  Danford,  former  City  Engineer  of  Durant,  Okla., 
has  been  appointed  Assistant  State  Engineer  of  the  State 
Highway  Commission,  with  headquarters  at  Oklahoma  City, 
Okla. 


NEWS  OF  THE  TRADE 


A  32-page  booklet  recently  issued  by  the  Trussed  Concrete 
Steel  Co.,  Youngstown,  O.,  describes  Kahn  Mesh,  one  of 
the  company's  products  for  reinforcing  concrete,  especially 
in   road,  bridge  and  culvert  construction. 


The  Troy  Wagon  Works  Co.,  Troy,  O.,  has  issued  a  folder, 
printed  in  two  colors,  describing  the  Troy-Ajax  dump  wagon, 
which  was  awarded  the  grand  prize  at  both  the  San  Fran- 
cisco and  San  Diego  Expositions.  The  folder  contains  sev- 
eral  half-tone   reproductions   of   the   wagon   in   use. 


Recent  publications  by  the  Baldwin  Locomotive  Works, 
Philadelphia,  Pa.,  include  Records  Nos.  74  and  78.  The 
former  is  a  catalogue  of  gasoline  locomotives  and  the  latter 
contains  matter  descriptive  of  several  types  of  locomotives 
for  industrial  and  contractors'  service.  Both  catalogues  are 
profusely  illustrated. 


The  American  Rolling  Mill  Co.,  Middletown,  O.,  has  re- 
cently issued  a  new  edition  of  the  booklet  entitled  "De- 
feating Rust,"  which  was  first  issued  about  a  year  ago  and 
has  since  been  extensively  revised.  The  company  has  also 
issued  an  entirely  new  booklet  entitled  "Armco  Iron  Rust 
Resisting  Products"  which,  as  its  name  indicates,  describes 
many  of  the  Armco  iron  products. 


178 


GOOD    ROADS 


September  25,  1915 


The  Dunn  Wire-Cut  Lug  Brick  Company 
Entertains  Its  Licensees 

Th«  licensees  of  the  Dunn  Wire-Cut  Lug  Brick  Co.,  Con- 
neaut.  O.,  were  entertained  recently  by  F.  B.  Dunn,  Presi- 
dent of  the  company,  at  his  summer  home  at  Willow  B«ach, 
Conneaut,  where  they  enjoyed  a  two  days'  outing.  The 
entertainment  consisted  of  launch  parties,  bathing,  games  of 
Tuious  sorts  and  concerts. 

One  afternoon  was  devoted  to  a  business  conference  at 
the  offices  of  the  company  at  Conneaut.  Owing  to  the  suc- 
cess of  the  conference  and  the  enjoyment  of  the  outing,  it 
is  believed  that  a  similar  affair  will  take  place  annually 
hereafter. 

The  licensed  manufacturers  of  the  Dunn  Wire-Cut  Lug 
brick  and  others  who  were  guests  at  the  outing  were  as 
follows: 

Spencer  M.  Duty,  President  of  the  Deckman-Duty  Paving 
Brick  Co.,  Geveland,  O.,  and  Mrs.  Duty;  C.  C.  Blair,  Secre- 
tary and  General  Manager  of  the  Bessemer  Limestone  Co., 
Yonngstown,  O.,  and  Mrs.  Blair;  F.  R.  Kanengeiser,  General 
Superintendent  of  the  Bessemer  Limestone  Co.,  and  Mrs. 
Kanengeiser;  J.  G.  Barbour,  Secretary  of  the  Metropolitan 
Paving  Brick  Co.,  Canton,  O.,  and  Mrs.  Barbour;  H.  S.  Ren- 
kert.  Treasurer  and  General  Manager  of  the  Metropolitan 
Paving  Brick  Co.,  and  Mrs.  Renkcrt;  O.  H.  Renkert,  Gen- 
eral Superintendent  of  the  Metropolitan  Paving  Brick  Co., 
and  Mrs,  Renkert;  Charles  J.  Deckman,  Vice  President  of 
the  Deckman-Duty  Paving  Brick  Co.,  and  President  of  the 
National  Paving  Brick  Manufacturers'  Association;  H.  M, 
Moatz,  Treasurer  of  the  Deckman-Duty  Paving  Brick  Co., 
and  Mrs.  Moatz;  J.  L.  Murphy,  President  of  the  Hocking 
Valley  Paving  Brick  Co.,  Columbus,  O.,  and  Mrs.  Murphy; 
J.  B.  Wilcox,  Alliance  .Clay  Products  Co.,  Alliance,  O.,  and 
Mrs.  Wilcox;  F.  L.  Manning,  General  Sales  Manager  of  the 
Peebles  Paving  Brick  Co.,  Portsmouth,  O.,  and  Mrs.  Man- 
ning; J.  C.  Carlyle,  General  Superintendent  of  the  Albion 
Vitrified  Paving  Brick  Co.,  .A^lbion,  111.;  B.  J.  Gallagher,  Gen- 
eral Superintendent  of  the  Veedersburg  Paver  Co.,  Veeders- 
burg,  Ind.;  Ralph  Simpkins,  Vice  President  of  the  Hydraulic 
Press  Brick  Co.,  St.  Louis,-  Mo.;  G.  H.  Francis,  Secretary 
and  General  Manager  of  the  United  Brick  Co.,  Greensburg, 
Pa.;  W.  H.  Hill,  President  of  the  Murphysboro  Paving  Brick 
Co.,  Murphysboro,  111.;  W.  C.  Brown,  Secretary  and  Treas- 
urer of  the  Southern  Clay  Manufacturing  Co.,  Chattanooga, 
Tenn.;  J.  M.  Hoskins,  Vice  President  and  Treasurer  of  the 
Terre  Haute  Vitrified  Brick  Co.,  Terre  Haute,  Ind.;  W.  T. 
Blackburn,  Paris,  III.,  Consulting  Engineer  of  the  Dunn 
Wire-Cut  Lug  Brick  Co.;  H.  H.  Smith,  Superintendent  of 
the  Deckman-Duty  Paving  Brick  Co.,  and  Mrs.  Smith. 


NEWS  NOTES 


<i>»»»««»    C««»ty,   TeaBcaaee.  has  voted  a  bond  Issue  of  $200,- 
►•   for  road   construction. 


Tfc*  Taxparen  t   DIatrlet   Jfe.  4  of  Lowndea  Coanty,  HIas., 

have  voted  to  upend  tlOO.OOO  on  road  Improvements. 


A    State   Ai»»rarriatlea   af  SIO.OOCOOO   for    road    construction 
is  iMinK  ursed  bjr  commercial  clubs  In  Southern  Illinois. 


*  ■•■*  •■•«»  'f  9>»»/>Q»  for  a  viaduct  will  be  submitted  to 
U>«  Totars  of  Harrisburir,  Pa.,  at  the  November  election. 


''*•   Baar«    or   Caaalj-    Caaualaaloaera   of   Wromlac    County, 

^'   *■-   *""    receive   bids   until   November   1    on   an    Issue    of 
WM.MO  road  bond*. 


TW  CHt  CaiwHI  af  Caralcaaa.  T«,  has  ordered  an  election 
for  October  10  on  the  question  of  IsaiUng  $80,000  worth  of 
■»r««t   improvement   bonds. 


The  Koad  Between  Lost  Hills  and  Coallnga.  Cal.,  65  miles 
long,  Is  to  be  improved  by  joint  action  of  Kings,  Fresno  and 
Kern    Counties. 


Of  the  fl,000.000  Road  Progrram  In  the  State  of  Washington, 

work    aKgregrating    approximately    $700,000    has    already    been 
completed,  according  to  a  recent  report. 


A  Special  Election  nill  be  held  on  October  12  In  District  No. 
5  of  Volusia  County,  Pla.,  on  the  question  of  issuing  J250,000 
in  bonds  for  road  construction  and  repair. 


The  Provincial  Engrinerr  of  HiKhnays  of  the  Province  of  On- 
tario, Canada,  estimates  that  $640,000  will  be  needed  for  road 
construction    in    the    province    during    1916. 


The  Police  Jury  of  JelTeraon  Davis  Parish,  Loalalana,  has  set 

October  19  as  the  date  of  an  election  on  the  question  of  Issuing 
$125,000  In  bonds  for  gravel  roads  In  Ward  2. 


The  California  State  Hifchivay  Commission  has  moved  its  Los 
Angeles  offices  to  the  Union  League  Building,  Second  and  Hill 
Streets.  Highway  Commissioner  Darlington  is  located  in  room 
No.  312. 


The  County  Court  of  Rutherford  County,  Tenn.,  has  called 
an  election  for  the  first  week  in  November  on  the  question  of 
Issuing  $175,000  in  bonds  for  the  purchase  and  maintenance  of 
turnpikes. 


Vetera  of  Santa  Barbara  County,  California,  have  approved 
a  bond  issue  of  $350,000  for  bridges  along  the  state  highways. 
The  proposition  to  Issue  $988,000  worth  of  bonds  for  road  con- 
struction was  defeated. 


The  Committee  on  Hishways  of  the  Board  of  Trade  of  West 
Palm  Beach,  Fla.,  has  started  a  movement  to  have  the  main 
highway  of  Palm  Beach  County  built  to  a  uniform  width  of  40 
ft.,  for  Its  entire  length. 


State  Hig:hway  Comntlasloner  Cunnini;ham,  of  Pennsylvania, 

is  scheduled  to  speak  at  a  meeting  in  Meadville,  Pa.,  on  Octo- 
ber 14,  when  the  matter  of  the  proposed  Pittsburgh-Erie  state 
highway   will   be  discussed. 


The  Citiaens'  Northvreat  Suburban  Association  of  IVashinK- 
ton,  D.  C,  has  submitted  estimates  of  the  needs  of  the  north- 
west section  during  1916  to  the  District  Commission.  The  esti- 
mates include  25  Items  of  street  improvements  at  an  aggre- 
gate  cost  of   $236,000. 


Dniutli,    Minn.,    -will    Spend    Approximately   $500,000    for    new 

pavements  and  street  improvements  during  1916,  according  to 
the  estimate  of  Commissioner  Parrell  of  the  Public  Works 
Division.  The  city  spent  $400,000  on  work  of  this  character 
during  the  current  year. 


The  Bond  Budget  of  Dayton,  O.,  which  will  be  submitted  for 
the  approval  of  voters  at  the  fall  election,  aggregates  $1,503,- 
000.  Of  this  amount,  $457,000  is  for  the  city's  share  of  the  cost 
of  street  paving  and  repairs  and  $115,000  Is  for  a  concrete  arch 
bridge  over  Mad  River  at  Keowce  Street. 


Vyael  Street,  Amsterdam,  Netherlands,  one  of  the  busiest 
streets  of  the  city,  is  being  widened  to  72  ft.,  for  about  600  ft. 
of  Its  length.  The  present  width  of  this  section  Is  23  ft.  The 
remainder,  about  1,500  ft.,  Which  Is  30  ft.  wide,  will  not  be 
altered  at  present.  In  order  to  make  way  for  the  Improvement, 
the  buildings  on  one  side  of  the  street  are  being  torn  down. 
The  work  will  require  about  two  years  to  complete. 


The  County  Commtaaionera  of  Staric  County,  O.,  have  asked 
for  $125,000  for  road  purposes  in  their  1916  budget,  recently 
filed  with  the  County  Auditor.  The  county  pays  not  more  than 
half  of  the  cost  of  any  roads  and  less  than  half  on  roads  on 
which  state  aid  Is  provided.  Property  owners  have  filed  peti- 
tions for  150  miles  of  brick  roads,  but  the  county  officials  state 
that  not  more  than  10  per  cent,  of  this  mileage  can  be  Im- 
proved during  1916. 


'■z? 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  OCTOBER  2,  1915 


Number 

14 


Founded  January,  1892. 

published  weekly  by 
The  E.  L.  Po^vers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEIW  YORK,  N.  Y. 


Cable  Address:   Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  S2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  of&ce. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

.  Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


CONTENTS 

EDITORIAL: 

Highway  Law.s   179 

Financing  Highway  Work   180 

Road  Improvement  for  National  Defense 180 

LEADING  ARTICLES: 

Papers  Presented  at  the  Pan-American  Road  Congress: 
The  Hl-story  and  Future  of  Highway  Improvement.    By 

L.    W.    Page    189 

The   Essentials   of  Proper  Laws   for   Highway   Work. 

By    E.    A.    Stevens    191 

The   Essentials   of  Proper  Laws   for  Highway   Work. 

By  A.  N.  Johnson   193 

Highway   Indebtedness:     Its  Limitation   and  Regula- 
tion.   By  N.  P.  Lewis 194 

The  Determination  of  the  Justifiable  Outlay  for  Spe- 
cific  Cases   of  Highway    Improvement.      By  Clifford 

Richardson   196 

Organization   and   System   in   Highway   Work.      By   A. 

B.    Fletcher    197 

System   in  Highway  Accounting.     By  S.   D.  Gilbert...    199 
Proper    Road    Location:      Its    Importance    and    Effect. 

By  W.  R.  Roy   200 

Road  Drainage  and  Foundation.     By  G.  W.  Cooley.  .  .  .    202 

Roadway  Surfacings.      By  F.  F.  Rogers    203 

Street  Pavements.     By  Curtis  Hill 205 

Maintenance:     Materials  and  Methods.     By  A.  W.  Dean  206 
Convict  Labor  for  Highway  Work.     By  G.  P.  Coleman   208 

Resurfacing  Old  Roads.     By  Wm.  D.  Uhler 210 

The  Benefits  and  Burdens  of  Better  Roads.     By  S.  E. 
Bradt    212 

MISCELLANEOUS: 

The  Operations  of  the  British  Road  Board  During  1914.  .    187 

Notes  on   British   Road  Work    187 

Durax  Paving  in   Louisville,  Kentucky,      (Illustrated)..    188 
Operation    of    the    Scranton    Municipal    Asphalt    Repair 
Plant.       (Illustrated)     216 

A.  R.  B.  A.  PAGE 217 

■  COMING   MEETINGS    218 

NEW  PUBLICATIONS    219 

REPORTS   219 

NEW   MACHINERY   AND   APPLIANCES    220 

NEWS  OF  THE  TRADE   221 

recent'  PATENTS    22? 


HIGH\yAY  LAWS 

Few  of  the  subjects  considered  at  the  recent  road  con- 
gress at  Oakland  are  more  vital  to  the  betterment  of  the 
country's  roads  than  that  of  proper  laws  for  highway  work. 
Were  it  possible  to  sweep  away  the  present  inconsistent,  ill- 
advised,  and  in  some  cases  vicious,  laws  that  encumber  the 
statutes  of  most  of  the  states  and  substitute  simple,  explicit 
enactments  providing  for  the  businesslike  administration  of 
road  building  as  an  engineering  project,  the  good  roads 
problem,  so-called,  could  soon  be  solved. 

Community  jealousy,  partisan  politics,  the  fear  of  a  too 
centralized  authority  and  the  desire  to  provide  opportunities 
for  private  gain  at  public  expense  have  been  large  factors 
in  framing  the  mass  of  general  and  special  legislation  which 
now  governs  road  work.  As  has  been  the  case  with  other 
public  work,  the  building  of  roads  has  been  regarded  as 
anything  except  what  it  really  is — a  work  to  be  accomplished 
in  accordance  with  engineering  principles  and  in  a  business- 
like manner. 

While  much  good  work  has  been  done  under  these  adverse 
conditions,  the  results  obtained  from  far  too  large  a  propor- 
tion of  the  expenditures  for  road  work  have  been  only  what 
naturally  might  have  been  expected.  Some  roads  that  have 
long  needed  improvement  are  still  almost  impassable,  while 
others,  much  less  important,  have  been  made  good  roads. 
Certain  roads  carrying  traffic  justifying  only  a  small  outlay 
have  been  paved  at  considerable  expense,  while  others  carry- 
ing heavy  traffic  of  comparatively  great  economic  importance 
have  been  left  almost  uncared  for.  Money  has  been  wasted 
in  original  construction;  maintenance  has  been  neglected; 
unsound  financing  has  been  common;  the  "good  roads  propa- 
ganda" has  been  used  as  a  cloak  for  personal  advertisement 
and  the  promotion  of  private  enterprise,  and  not  infrequent- 
ly road  work  has  furnished  the  opportunity  for  extensive 
grafting. 

It  is  not  claimed  that  the  mere  enactment  of  proper  laws 
would  do  away  with  all  these  abuses  and  in  itself  insure 
.  the  improvement  of  the  right  roads  in  the  right  manner 
at  the  least  cost.  Wisdom  and  honesty  cannot  be  legislated 
into  the  heads  and  hearts  of  men.  On  the  other  hand,  the 
right  kind  of  laws  can  put  road  'work  under  men  who  pos- 
sess the  requisite  knowledge  to  do  it,  and  can  make  difficult 
the  misappropriation  of  public  funds. 

The  greatest  fault  of  the  present  road  laws  is  that  they 
put  too  much  of  the  work  into  the  hands  of  incompetents — 
usually  mere  officeholders  who  know  nothing  of  road  con- 
struction and  maintenance  and  cannot  be  expected  to  have 
such  knowledge.  The  majority  of  the  road  mileage  in  this 
country  is  under  the  jurisdiction  of  small  units  whose  road 
aflfairs  are  administered  by  small  politicians.  The  remedy 
for  this  particular  fault  lies  in  placing  skillful  road  builders 
in  charge  of  local  road  work  as  well  as  the  highway  projects 
of  greater  magnitude,  combining  several  units  into  one  when 
necessary. 

Much  progress  has  been  made  during  the  past  few  years 
in  the  betterment  of  the  road  laws  in  some  of  the  states. 
But  almost  everywhere  there  is  need  for  the  most  thorough 


180 


GOOD    ROADS 


October  2,  1915 


revision,  the  repemi  of  useless  legislation,  the  passage  of 
•ome  new  Uws,  and  careful  codification.  Before  highway 
improvement  can  be  carried  forward  as  it  should  be,  the 
engineer  must  be  given  a  much  larger  part  of  the  work  than 
he  now  has;  safe  and  sane  methods  of  finapcing  must  be 
provided  for,  and  those  in  charge  of  all  branches  of  the  work 
must  be  left  free  to  perform  it  in  accordance  with  the  prin- 
ciples of  good  business  and  good  engineering. 


tion  could  be  directed  to  no  better  end  than  seeking  to  bring 
home  to  the  taxpayers  the  difference  between  recklessly 
puttmg  on  posterity  the  burden  of  paying  for  benefits  it 
will  never  receive  and  the  legitimate  use  of  credit  in  pro- 
viding that  for  which  cash  is  not  immediately  available. 


FINANCING  HIGHWAY  WORK 

As  the  traffic  which  the  roads  have  to  bear  has  increased 
in  quantity  and  changed  in  character,  the  cost  of  both  con- 
struction and  maintenance  has  naturally  risen,  until  at  pres- 
ent the  financing  of  highway  work  has  become  a  most  seri- 
ous problem.  Moreover,  it  is  the  one  phase  of  road  improve- 
ment in  which  the  general  public  is  most  directly  concerned, 
and  for  this  reason  it  is  desirable,  if  not  imperative,  that 
erery  effort  be  put  forth  to  bring  the  matter  before  the  tax- 
payers— from  whom  the  necessary  funds  must  come. 

The  fundamental  principles  of  sound  financing — as  applied 
to  road  work — are  relatively  simple,  and  few  clearer  exposi- 
tions of  them  have  been  made  than  that  in  the  paper  on 
"Highway  Indebtedness:  Its  Limitation  and  Regulation," 
presented  at  the  recent  Pan-American  Road  Congress  by 
Chief  Engineer  Nelson  P.  Lewis  of  the  New  York  City  Board 
of  Estimate  and  Apportionment.  The  careful  study  Mr. 
Lewis  has  made  of  this  problem  and  his  close  connection 
with  the  financial  questions  incident  to  his  ofhcial  duties 
make  his  words  authoritative. 

The  paper  was  the  basis  of  one  of  the  most  spirited  dis- 
cussions of  the  congress,  and  elicited  a  diversity  of  opinions 
on  details.  In  general,  however,  the  views  expressed  agreed 
with  those  of  Mr.  Lewis  and  a  careful  analysis  of  the  dis- 
cnssion  would  probably  show  that  the  consensus  of  opinion 
favored  the  properly  safeguarded  bond  issue  as  a  means 
for  raising  the  large  sums  necessary  for  the  prosecution 
of  extensive  highway  work. 

While  undoubtedly  there  is  a  marked  tendency  in  most 
communities  toward  better  methods  of  financing  highway 
work,  there  are  still  too  many  instances  of  careless  bond- 
ing. Large  bond  issues  are  voted  without  adequate  provi- 
sions for  repayment;  bonds  are  issued  for  terms  four  or 
five  times  the  life  of  the  improvements  they  are  to  pay  for, 
and  money  obtained  from  the  sale  of  bonds  is  used  for  work 
which  should  be  paid  for  in  other  ways. 

The  annual  expenditure  for  road  work  in  the  United  States 
has  been  estimated  at  upwards  of  a  quarter  of  a  billion  dol- 
lars and  it  is  probable  that  this  is  conservative.  It  is  reason- 
able to  suppose  that  this  will  increase  rather  than  decrease, 
as  traffic  develops  and  as  the  roads  that  have  been  improved 
stimulate  public  sentiment  favoring  more  good  roads.  No 
small  portion  of  the  present  expenditure  is  derived  from 
bond  issues  and  as  the  amount  of  money  required  becomes 
greater  and  greater  we  may  reasonably  expect  to  see  more 
and  more  of  it  secured  by  the  issue  of  bonds.  Under  these 
conditions  it  is  essential  that  bonds  be  issued  only  for  work 
that  should  properly  be  financed  in  that  way  and  that  the 
issues  be  made  only  in  accordance  with  those  principles  of 
finance  that  have  been  proven  sound. 

There  is  much  agitation  in  certain  quarters  for  "campaigns 
of  education"  in  connection  with  the  so-called  good  roads 
propaganda.  Too  often  these  campaigns  have  as  their  object 
nothing  more  than  the  molding  of  public  opinion  in  favor 
of  large  outlays  for  road  improvement,  or  the  dissemination 
o'  *  •'"ow'fdKe  of  the  most  elementary  principles  of  road 
building.  The  average  man  need  know  nothing  of  the  tech- 
nical phases  of  road  construction  and  maintenance,  except 
that  they  are  matters  that  should  be  intrusted  to  experts. 
On  the  other  hand,  the  public  is  vitally  mterestcd  in  the 
manner  in  which  its  money  is  spent,  and  in  knowinng,  in  a 
general  way,  how  it  should  be  used.    Campaigns  of  educa- 


ROAD    IMPROVEMENT    FOR    NATIONAL    DEFENSE 

One  formerly  high  in  the  councils  of  the  nation  has  re- 
cently proposed  the  construction  of  a  number  of  interstate 
highways  to  facilitate  the  defense  of  the  country  in  case  of 
invasion.  The  scheme  itself  is  too  puerile  for  notice,  but 
it  has  served  to  suggest  the  advisability  of  a  certain  amount 
of  road  improvement  in  connection  with  other  preparations 
for  the  defense  of  the  coasts  and  boundaries  of  the  country. 
It  has  an  added  interest  because  of  the  passage  by  the  Pan- 
American  Road  Congress  of  a  resolution  recommending  to 
Congress  the  advisability  of  looking  into  the  matter  of  con- 
structing roads  for  military  purposes. 

The  European  War  has  shown  the  value  of  good  roads  in 
the  conduct  of  military  operations,  for  the  presence  of  an 
adequate  system  of  highways  in  the  territory  where  much  of 
the  fighting  has  taken  place  has,  in  a  large  measure,  made 
possible  a  very,  extensive  use  of  motor-driven  vehicles.  In 
this  country,  however,  the  conditions  are  vastly  different 
from  those  in  France  or  Germany.  Those  countries  are 
comparatively  small  in  area  and  in  none  of  them  do  we  find 
the  enormous  distances  common  in  the  United  States.  For 
instance,  the  distance  trom  Paris  to  Berlin  is  considerably 
less  than  that  from  New  York  to  Chicago,  and  the  distances 
between  points  on  the  battle  line  in  the  western  theater  of 
war  are  short — as  Americans  are  accustomed  to  think  of 
distances. 

In  the  event  of  an  attack  directed  against  any  part  of 
this  country,  it  is  certain  that  the  railroads  would  have  to 
be  depended  upon  to  move  most  of  the  troops  and  practically 
all  of  the  equipment  and  supplies,  where  any  considerable 
distance  was  involved  in  the  operations.  In  war,  as  in  peace, 
the  highways  would  have  their  greatest  use  as  auxiliaries 
of  rail  and  water  transportation,  and  it  is  very  likely  that 
the  condition  of  certain  roads,  which  now  may  or  may  not 
need  improvement  for  commercial  purposes,  would  then  be 
a  large  factor  in  the  success  or  failure  of  our  forces.  Just 
what  roads  should  be  improved  is  a  question  for  those  engi- 
neers of  the  army  who  are  familiar  with  the  whole  problem 
of  defense  and  to  whom  such  measures  as  are  taken  will  be 
intrusted. 

At  present,  the  federal  government  has  jurisdiction  over 
roads  along  the  coast  or  along  the  borders  only  in  some 
special  cases,  and  before  actual  work  could  be  commenced 
certain  legislation,  both  federal  and  state,  would  have  to 
be  enacted.  Whether  the  improvements  could  best  be  made 
by  the  states  or  counties,  working  under  government  super- 
vision, or  by  the  government  itself  is  a  matter  that  would 
require  some  study.  In  either  case,  the  federal  government 
might  reasonably  be  expected  to  bear  a  portion  of  the  cost, 
and  at  the  present  time  this  seems  to  be  the  most  logical 
channel  into  which  to  divert  any  national  funds  that  may  be 
available  for  road  work. 

The  whole  subject  is  one  which  has  received  little  if  any 
attention  and  is  one  of  the  phases  of  the  problem  of  national 
defense  which  should  be  investigated  when  that  matter  is 
seriously  taken  up. 


The  Rxpvndltnre  for  Street  Clennlniir  tn  Portlnml,  IWe..  dvir- 
Inp  the  fiscal  year  enfllnp:  Dec.  31,  1914,  amounted  to  $41,339.1  K, 
nrcordinir  to  the  annual  report  of  Commissioner  of  Public 
Works  nion  TSratlbury,  Jr.  Of  the  total  amount.  $32,423.48  was 
expendetl  for  cleaninqr  434,668  sq.  yds.  of  paved  streets:  $5,- 
426.20  was  expended  for  cleaning  earth  and  macadam  streets, 
and  the  balance,  ^3,489,50,  was  expended  for  cleaning  crop;;. 
wal|ce, 


October  2,  1915 


GOOD    ROADS 


181 


The  Pan-American  Road  Congress 


The  Pan-American  Road  Congress  was  held,  under  the 
joint  auspices  of  the  American  Road  Builders'  Association 
and  the  American  Highway  Association  and  with  the  co- 
operation of  the  Tri-State  Good  Roads  Association  and  the 
Pacific  Highway  Association,  at  Oakland,  Cal.,  on  September 
13,  14,  15,  16  and-  17.  The  sessions,  with  the  exception  of 
that  on  the  afternoon  of  Wednesday,  September  IS,  were 
held  in  the  Municipal  Auditorium  at  Oakland.  The  session 
on  Wednesday  afternoon  was  held  in  Festival  Hall  at  the 
Panama-Pacific  International  Exposition,  Wednesday  having 
been  designated  as  "Pan-American  Road  Congress  Day" 
at  tlie  exposition. 

Besides  the  technical  and  business  sessions,  there  were 
several  entertainments  and  excursions  held  in  conjunction 
with  the  congress,  and  most  of  the  delegates  took  advantage 
of  the  opportunities  to  visit  the  exhibits  of  road  machinery 
and  materials  at  the  exposition  and  to  inspect  road  work  in 
the  neighborhood  of  San  Francisco  and  Oakland. 

A  full  account  of  the  congress  is  printed  on  the  following 
pages,  in  which  is  also  included  the  address  of  President 
Tillson  of  the  American  Road  Builders'  Association.  In 
addition,  there  are  printed  in  this  issue  of  "Good  Roads"  as 
many  of  the  papers  as  space  permits.  Others  will  appear 
later.  The  verbatim  report  of  the  sessions  and  the  formal 
papers  and  discussions  will  be  printed  in  the  official  pro- 
ceedings, wliich  will  be  distributed  free,  in  accordance  with 
the  plan  announced  in  "Good  Roads"  for  September  4. 


MONDAY,  SEPTEMBER  13 
Opening  Session 

The  opening  session  of  the  congress  was  called  to  order 
at  11  a.  m.,  Monday,  by  Major  W.  W.  Crosby,  Treasurer 
of  the  American  Road  Builders'  Association  and  Chairman 
of  the  Program  Committee  of  the  Pan-American  Road 
Congress.  Governor  Charles  W.  Gates  of  Vermont,  Chair- 
man of  the  Executive  Committee  of  the  Congress,  who  was 
to  have  presided  over  the  opening  session,  was  suddenly 
called  home  by  the  death  of  his  mother  shortly  after  he 
reached  Oakland,  and  his  place  was  taken  by  James  H. 
MacDonald,  former  State  Highway  Commissioner  of  Con- 
necticut and  Chairman  of  the  Finance  Committee  of  the 
Congress. 

In  the  course  of  his  opening  address,  Mr.  MacDonald  paid 
a  high  tribute  to  Governor  Gates,  who  before  becoming 
Governor  was  the  State  Highway  Commissioner  of  Vermont. 
He  also  sketched  briefly  the  progress  of  the  movement  for 
better  roads,  and  spoke  briefly  of  the  character  and  impor- 
tance of  the  two  organizations  joining  in  the  holding  of  the 
congress. 

At  the  close  of  his  remarks.  Chairman  MacDonald  an- 
nounced the  Committee  on  Credentials,  as  follows:  Chair- 
man, J.  E.  Pennybacker  of  Washington,  D.  C. ;  Herbert 
Spencer  of  New  York,  George  W.  Cooley  of  Minnesota,  C. 
S.  Luck  of  Virginia,  Frank  Terrace  of  Washington,  C.  D. 
■  Knight  of  Georgia,  J.  Y.  McClintock  of  New  York,  A.  J. 
Hill  of  Oregon,  A.  Acton  Hall  of  Ohio,  Dr.  Joseph  Hyde 
Pratt  of  North  Carolina,  W.  R.  Roy  of  Washington,  and 
W.  T.  Dust  of  Michigan. 

In  the  absence  of  Governor  Hiram  W.  Johnson  of  Cali- 
fornia, the  address  of  welcome  on  behalf  of  the  state  was 
made  by  Ex-Senator  John  W.  Stetson,  of  Oakland.  Mr. 
Stetson  referred  to  Governor  Johnson  as  an  enthusiastic 
supporter  of  highway  improvement,  referring  to  the  $18,000,- 
000  bond  issue  now  being  expended  by  the  State  Highway 
Commission  and  to  the  $12,000,000  issue  to  be  voted  upon  in 


October.  He  also  sketched  briefly  the  early  history  of  high- 
way work  in  California,  and  closed  with  a  cordial  welcome 
to   the   congress   on   behalf   of  the   Governor. 

Edward  Meath,  State  Treasurer  of  Washington,  spoke 
next,  welcoming  the  delegates  on  behalf  of  Governor  Ernest 
Lister  of  Washington,  who  was  unable  to  be  present.  Mr. 
Meath  was  followed  by  Frank  Terrace,  of  Orillia,  Wash., 
and  by  H.  K.  Bassett,  Assistant  Director  of  Congresses  of 
the  Panama-Pacific  International  Exposition,  who  took  the 
place   of  Director  James   A.   Barr. 

Mr.  Bassett  was  followed  by  President  George  W.  Tillson 
of  the  American  Road  Builders'  Association,  who  responded 
to  the  addresses  of  welcome  on  behalf  of  that  organization. 
President  Tillson's  address   follows: 


Address 

By  GEO.  W.  TILLSON 
President,  American  Road  Builders'  Association 

Mr.  Chairman  and  Gentlemen  of  the  Pacific  Coast:  It 
certainly  is  a  pleasure,  as  well  as  an  honor,  for  me  to  appear 
before  you  today  as  a  representative  of  the  American  Road 
Builders'  Association  to  thank  you  for  your  kind  expres- 
sions of  good  will  and  words  of  welcome. 

The  American  Road  Builders'  Association  is  made  up  of 
members  residing  almost  wholly  in  the  eastern  and  southern 
parts  of  our  country,  practically  all  east  of  the  Rocky 
Mountains. 

For  a  long  time  the  question  of  holding  this  meeting  on 
the  Pacific  Coast  was  debated  at  the  meetings  of  the  Board 
of  Directors,  and  it  was  finally  decided  that  it  should  be  held 
here  and  in  connection  with  the  American  Highway  Asso- 
ciation. I  feel,  and  I  think  all  the  other  members  of  the 
Road  Builders'  Association  feel,  that  no  mistake  has  been 
made  in  the  decision.  While  probably  most  of  us  had  never 
seen  this  section  of  the  country  before,  we  had  nevertheless 
read  and  heard  a  great  deal  of  it,  and  we  knew  that  while, 
if  we  did  come  here,  we  might  bring  a  certain  amount  of 
information  to  the  people  of  the  Pacific  Coast,  still  we  also 
knew  that  we  would  at  the  same  time  gain  a  great  deal 
of  information  for  ourselves,  and  we  were  glad  of  the  op- 
portunity of  paying  you  a  visit.  We  had  heard  much  of  the 
enthusiasm,  the  energy  and  the  self-confidence  of  the  people 
of  your  section,  and  we  hoped  that  by  this  visit  we  would 
be  able,  by  contact,  to  absorb  some  of  this  energy,  enthu- 
siasm and  self-confidence  in  the  same  manner  as  the  fabled 
Antaeus  renewed  his  vitality  by  contact  with  the  earth.  From 
the  little  we  have  seen  on  the  way  out  we  are  satisfied  that 
we  were  not  mistaken,  and  we  are  willing  to  impart  to  you 
all  the  information  or  knowledge  that  we  have  in  return  for 
what  we  have  gained  on  this  trip. 

I  wish,  therefore,  in  behalf  of  the  American  Road  Builders' 
Association,  to  thank  you  individually  and  collectively  for 
the  hospitality  and  courtesy  shown  the  members  of  this 
association,  and  we  trust  that  the  time  will  come  when  the 
members  of  this  section  will  visit  the  East  so  that  we  can 
reciprocate  in  a  small  way  the  courtesies  which  we  have 
received  from  you  on  this  occasion. 

The  American  Road  Builders'  Association  was  formed  in 
1902.  Its  object,  as  stated  in  its  constitution,  is  "to  acquire 
and  disseminate  information  concerning  highway  construc- 
tion and  maintenance  in  the  states  and  cities  of  the  Union 
and  in  the  provinces  and  cities  of  Canada;  to  stimulate  in- 
terest in  the  subject,  and  to  promote  educational,  legislative 
and  other  measures  tending  to  their  accomplishment." 


1S2 


GOOD    ROADS 


October  2,  1915 


During  the  years  that  this  association  has  been  in  ex- 
inence  it  has  held  meetings  annually,  with  the  idea  of  fur- 
thering the  aims  just  enumerated,  and  it  feels  that  it  has 
accomplished  a  great  deal  along  those  lines.  Since  its  or- 
ganization, scientific  road  making  in  this  country  has  been 
inaugurated  and  developed  to  a  wonderful  extent.  It  has 
seen  the  ordinary  country  road  transformed  into  one  which 
will  compare  favorably  with  the  boulevards  and  streets  of 
our  cities,  and  it  has  seen  thousands  of  miles  of  roads  con- 
structed at  a  cost  of  millions  of  dollars  all  over  the  country. 
It  is  convinced,  however,  that  something  more  is  neces- 
sary to  the  construction  and  maintenance  of  a  highway  sys- 
tem than  a  knowledge  of  specifications  and  proper  construc- 
tion, and  this  brings  me  to  a  point  to  which  1  wish  to  call 
your  special  attention  and  that  is  the  great  importance  of 
continuity  in  public  work  policies. 

This  country,  being  practically  in  its  infancy,  has  not  had, 
until  recent  years,  very  extensive  public  works,  and  it  is  not 
strange  that  definite  and  positive  policies  for  carrying  them 
on  from  year  to  year  and  from  generation  to  generation  have 
not  been  developed.  But  this  is  a  matter  of  great  importance, 
and  without  it  no  scheme  of  public  works  can  be  carried  on 
economically  and  efficiently.  One  definite  policy  carried  on 
from  year  to  year  and  decade  to  decade  will  often  produce 
better  results  as  a  whole  than  many  different  policies,  even 
if  they  are  all  individually  better.  Individual  ideas  differ, 
and  changes  are  made  which,  even  if  they  produce  better 
results  at  the  time  being,  create  such  confusion  that  the  final 
results  do  not  differ  very  much  economically  or  physically 
from  the  original  plan  systematically  carried  out. 

This  principle  of  continuity  of  policies,  however,  is  begin- 
ning to  be  recognized.  It  has  been  recognized  and  adopted 
for  many  years  in  Europe,  and  to  a  great  extent  in  England; 
in  fact,  to  such  an  extent  that  it  is  possible  that  it  is  being 
carried  too  far.  The  act  establishing  the  English  Road  Board 
provides  for  the  appointment  of  five  members  of  the  board, 
each  for  a  period  of  ten  years,  one  member  retiring  every 
two  years.  A  prominent  official  of  this  board,  on  a  visit 
to  this  country  a  few  years  ago,  appearing  before  a  com- 
mittee of  the  U.  S.  Senate  which  was  discussing  a  road  mat- 
ter, suggested  to  the  committee  the  importance  of  protect- 
ing the  road  engineers  of  the  United  States  by  making  their 
appointments  permanent  He  said,  however,  subsequently 
to  the  speaker,  "If  I  had  been  giving  evidence  before  an 
English  committee  1  should  probably  have  tendered  different 
advice."  This  is  because,  as  he  stated,  the  young  English- 
man enters  into  the  public  service  as  a  life  work,  because 
he  knows  the  position  is  permanent.  In  this  country  young 
engineers  as  a  rule  enter  the  public  service  without  any  pros- 
pect of  permanency.  This  idea,  however,  is  gradually  chang- 
ing, especially  in  the  larger  cities,  nearly  all  of  which  at  the 
present  time  are  governed  by  civil  service  rules,  so  that 
employees  of  a  municipality  are  very  seldom  discharged 
except  for  lack  of  employment  or  for  cause.  For  instance, 
an  engineer  has  recently  been  retired  by  the  Board  of  Esti- 
mate and  Apportionment  of  New  York  City  who  had  been 
employed  by  the  city  for  fifty-four  years. 

But  the  point  which  I  wish  to  bring  out  is  not  so  much 
the  permanency  of  the  employees  of  a  department,  but  the 
organization  of  a  road  commission,  or  any  public  works 
department,  in  such  a  way  that  changes  in  the  political  admin- 
istrations will  not  mean  changes  in  the  organization  of  the 
commission  or  department,  thereby  making  changes  in  policy. 
How  political  changes  may  cause  changes  in  administra- 
tion as  well  as  organization  can  probably  be  best  illustrated 
bjr  ihe  conditions  in  the  sUte  of  New  York.  The  state  high- 
way work  in  this  state  was  begun  practically  in  1898,  when 
$50,000  was  appropriated  and  the  work  placed  in  the  hands 
of  the  State  Engineer  and  Surveyor.  The  work  continued 
under  the  different  state  engineers,  so  that  it  was  possible 
for  a  change  to  be  made  every  two  years,  and,  in  fact,  in 


the  first  ten  years  the  work  was  carried  out  by  four  different 
state  engineers.  In  1907  a  bond  issue  of  $50,000,000  was 
authorized,  and  in  1908  a  highway  law  was  passed  provid- 
ing for  a  State  Department  of  Highways,  under  a  commis- 
sion form.  This  law  became  effective  on  January  1,  1909, 
and  a  commission  was  appointed  and  proceeded  with  the 
work.  The  Legislature  of  1911  abolished  this  commission 
and  substituted  in  its  stead  a  Superintendent  of  Highways, 
with  the  State  Engineer  and  the  Superintendent  of  Public 
Works  ex-officio  members  of  a  commission.  This  com- 
mission held  office  until  1913,  at  which  time  the  three-headed 
commission  was  abolished  by  the  Legislature  and  the  ap- 
pointment of  one  commissioner  substituted.  The  commis- 
sioner thus  appointed  held  ofiice  for  a  little  less  than  two 
years,  when  he  resigned  and  the  present  commissioner  was 
appointed. 

From  the  time  the  first  work  was  started,  in  1898,  up  to 
the  present,  thirteen  men  have  been  in  charge  of  highway 
work  in  the  State  of  New  York.  With  such  changes,  not 
only  of  individuals  but  of  commissions  and  policies,  is  it 
possible  for  good  and  efficient  work  to  be  accomplished? 

It  might  be  said  that  in  addition  to  the  $50,000,000  hereto- 
fore alluded  to,  subsequently  another  $50,000,000  was  voted 
for  by  the  people,  so  that  since  1898,  in  addition  to  the  rela- 
tively small  appropriations  made  by  the  Legislature,  the 
road  authorities  of  New  York  have  had  $100,000,000  to  ex- 
pend on  state  roads. 

It  should  be  said,  however,  that,  despite  all  these  changes, 
political  as  well  as  individual,  the  work  of  the  New  York 
State  Highway  Department  at  the  present  time  will  compare 
favorably  with  that  of  any  other  state  in  the  country. 

A  very  different  state  of  affairs,  however,  vvill  be  found 
if  the  history  of  the  Massachusetts  Highway  Commission 
be  examined.  This  commission  was  first  appointed  in  Febru- 
ary, 1893,  and  the  law  relating  to  the  organization  of  the 
same  has  not  been  changed.  The  chairman  of  the  commis- 
sion is  appointed  by  the  Governor,  and  in  the  twenty-two 
years  since  the  first  commission  was  appointed  there  have 
been  seven  commissions,  but  composed  of  only  ten  indi- 
viduals. In  the  appointment  of  the  chairman,  in  every  case 
except  one,  the  selection  was  made  of  a  man  who  had  pre- 
viously served  on  the  commission,  and  wherever  a  com- 
missioner has  ended  his  membership  it  has  been  either  by 
death  or  resignation.  There  have  been  but  two  secretaries 
to  the  commission,  and  the  present  secretary  had  been  as- 
sistant secretary  four  years  previous  to  his  appointment. 
There  have  been  but  two  chief  engineers  of  the  commission 
since  its  organization. 

As  might  be  expected,  the  work  of  this  commission  has 
been  systematic  and  efficient,  and  first-class  results  have  been 
obtained.  By  its  continuous  life  it  has  been  able  to  establish 
a  policy  and  to  continue  it,  bringing  about  expected  results. 

At  the  present  time  there  is  in  existence  in  New  York 
State  a  convention  for  drawing  up  a  new  state  constitution, 
to  be  presented  to  the  voters  of  the  state  at  the  November 
elecion.  The  engineers  of  the  state,  recognizing  the  impor- 
tance of  establishing  a  definite  scheme  and  policy  for  state 
public  works,  formed  committees  from  the  American  Society 
of  Civil  Engineers,  the  American  Institute  of  Electrical  Engi- 
neers, the  American  Society  of  Mechanical  Engineers,  the 
American  Institute  of  Consulting  Engineers,  the  Municipal 
Engineers  of  the  City  of  New  York  and  the  Brooklyn  Engi- 
neers' Club,  and  formulated  recommendations  to  the  con- 
vention regarding  the  carrying  out  of  public  works.  One  of 
their  recommendations  was  that  there  should  be  created  a 
Department  of  Engineering  and  Public  Works,  to  be  headed 
by  three  commissioners  appointed  by  the  Governor,  each  to 
have  a  twelve-year  term  of  office,  so  arranged  that  a  vacancy 
would  be  created  every  four  years  immediately  after  the 
inauguration  of  a  new  Governor.  They  also  recommended 
the  creation  of  a  Department  of  Public  Utilities,  to  be  headed 


October  2,  1915 


GOOD    ROADS 


18S 


by  five  commissioners  appointed  by  the  Governor,  each  to 
have  a  ten-year  term  of  office,  so  arranged  that  a  vacancy 
would  be  created  every  two  years.  Both  of  these  recom- 
mendations recognize  the  importance  of  a  continuing  policy, 
and  also  provide  how  it  should  be  brought  about.  Just 
what  action  will  be  taken  by  the  convention  on  this  matter 
of  course  is  not  known,  but  should  this  general  scheme  be 
adopted  it  will  undoubtedly  work  to  great  advantage. 

An  example,  however,  of  the  continuing  policy  can  be  seen 
in  the  City  of  New  York,  in  the  construction  of  the  new 
Catskill  water  supply.  This  work  is  being  done  under  a 
commission  appointed  by  the  Mayor  of  the  City  of  New 
York,  with  a  chief  engineer  at  the  head  of  the  technical 
staff.  While  there  have  been  some  changes  in  the  personnel 
ot  the  commission,  one  of  the  present  commissioners  was 
an  original  appointee,  and  the  chief  engineer  of  the  board 
has  been  chief  since  the  beginning.  This  is  probably  the 
largest  system  of  public  works  ever  inaugurated  by  any 
municipality.  Its  conduit  is  carried  under  the  Hudson  River 
at  a  depth  of  1,100  ft.  below  the  surface;  it  is  continued 
down  on  the  west  side  of  the  Hudson  River  to  the  city, 
carried  under  the  Borough  of  Manhattan  (the  old  City  of 
New  York)  at  an  average  depth  of  200  ft.,  then  under  the 
East  River,  under  the  Borough  of  Brooklyn,  and  across 
the  Narrows  to  the  Borough  of  Richmond,  or  what  is  gen- 
erally known  as  Staten  Island.  This  enormous  work  has 
been  carried  out  under  the  direction  of  one  chief  engineer, 
the  same  man  from  beginning  to  end,  with  wonderful  suc- 
cess. Its  success  is  due  not  only  to  the  ability  of  the  chief 
engineer,  which  is  great,  but  also  to  the  fact  that  the  admin- 
istration and  the  policy  of  the  construction  have  been  the 
same  from  the  very  beginning  to  the  end,  which  is  rapidly 
approaching.  The  estimated  cost  of  this  work  is  practically 
two  hundred  million  dollars. 

This  question  of  policy,  gentlemen,  is  a  problem  that  the 
American  Road  Builders'  Association  has  discovered  since 
it  began  to  work.  I  trust  that  I  have  said  enough  to  con- 
vince you  of  its  importance  and  how  necessary  it  is  for  all 
road  associations  to  work,  not  simply  for  a  knowledge  of 
construction  and  specifications,  but  for  the  adoption  of  a 
scheme  for  carrying  out  these  works  and  to  bring  about  the 
proper  administration  in  the  field  and  in  the  office  so  that 
good  construction  and  good  results  may  be  obtained  from 
good  specifications.  If  the  American  Road  Builders'  Asso- 
ciation, by  joining  in  this  meeting  here  in  this  city,  has 
materially  advanced  this  idea  of  a  continuing  policy  so  that 
the  different  organizations  both  in  the  West  and  in  the  East 
will  work  for  it  as  strongly  as  they  work  for  good  construc- 
tion and  good  maintenance,  I  shall  feel  that  the  meeting  has 
been  successful,  even  should  it  accomplish  nothing  more. 


President  Fairfax  Harrison  of  the  American  Highway 
Association,  who  was  scheduled  for  the  last  address  of  the 
morning,  was  unable  to  be  present.  His  place  was  taken 
by  Charles  P.  Light,  Field  Secretary  of  the  American  High- 
way Association,  who  made  the  response,  on  behalf  of  his 
organization,  to  the  addresses  of  welcome.  Mr.  Light  out- 
lined briefly  the  purposes  of  the  American  Highway  Associa- 
tion, and  spoke  at  some  length  upon  the  question  of  tenure 
of  office,  which  had  been  taken  up  by  Mr.  Tillson.  He 
emphasized  its  value  and  stated  that  the  American  Highway 
Association  had  consistently  advocated  it.  He  also  referred 
to  the  subject  of  federal  aid  and  the  necessity  for  the  wise 
expenditure  of  the  enormous  sums  being  devoted  to  highway 
improvement. 

At  the  conclusion  of  Mr.  Light's  remarks.  Chairman  Mac- 
Donald  announced  the  appointment  of  the  following  as  the 
Committee  on  Resolutions:  Chairman,  George  W.  Tillson, 
Consulting  Engineer  to  the  President  of  the  Borough  of 
Brooklyn,  New  York,  N.  Y.;  W.  D.  Uhler,  Chief  Engineer, 
Pennsylvania    State    Highway    Department;    Walter    Cogge- 


shall.  President,  Tri-State  Good  Roads  Association;  W.  Tom 
Winn,  Commissioner  of  Fulton  County,  Georgia;  Samuel 
Hill,  President,  Pacific  Highway  Association;  Lamar  Cobb, 
State  Engineer  of  Arizona;  Benjamin  Gates,  of  Vermont; 
W.  W.  Crosby,  Chief  Engineer,  Maryland  Geological  Survey, 
and  Consulting  Engineer,  Baltimore,  Md.;  W.  T.  Headley, 
I'resident,  Headley  Good  Roads  Company;  A.  E.  Loder, 
Division  Engineer,  California  State  Highway  Commission, 
and  C.  M.  Kerr,  Assistant  Engineer,  Highway  Department, 
Louisiana  Board  of  State  Engineers. 

After  an  invitation  to  visit  the  California  buildings, 
extended  by  Commissioner-General  Egilbert,  of  California, 
the  session  adjourned. 

First  Session 

The  first  session  of  the  congress  was  called  to  order 
Monday  afternoon  by  James  H.  MacDonald,  the  presiding 
officer  at  the  forenoon  session,  who  introduced  as  the  chair- 
man for  the  afternoon,  Dr.  Joseph  Hyde  Pratt,  State  Geolo- 
gist and  Secretary  of  the  State  Highway  Commission  of 
North  Carolina. 

After  reading  a  telegram  from  Mayor  Curley  of  Boston 
inviting  the  congress  to  meet  in  that  city  in  1916.  Chairman 
Pratt  announced  the  first  paper  of  the  congress,  "The  History 
and  Future  of  Highway  Improvement,"  by  Logan  Waller 
Page,  Director  of  the  Office  of  Public  Roads  and  Rural 
Engineering,  U.  S.  Department  of  Agriculture.  In  the 
absence  of  Mr.  Page,  Major  Crosby  read  the  paper.  The 
reading  of  the  paper  was  followed  by  a  general  discussion 
participated  in  by  C.  A.  Kenyon,  President  of  the  Indiana 
Good  Roads  Association;  W.  R.  Roy,  State  Highway  Com- 
missioner of  Washington;  W.  H.  Reed,  of  Washington;  A.  D. 
Gash,  President  of  the  Illinois  State  Highway  Commission, 
and  Lamar  Cobb,  State  Engineer  of  Arizona. 

The  paper  on  "The  Relation  of  the  Road  to  Rail  and  Water 
Transportation"  by  C.  J.  Tilden,  Professor  of  Civil  Engin- 
eering, Johns  Hopkins  University,  was  read  by  title,  the 
author  not  being  present. 

The  paper  on  "The  Benefits  and  Burdens  of  Better  Roads" 
was  read  by  its  author,  S.  E.  Bradt,  Secretary  of  the  Illinois 
State  Highway  Commission.     There  was  no  discussion. 

Henry  S.  Graves,  Chief,  Bureau  of  Forestry,  (J.  S.  Depart- 
ment of  Agriculture,  who  was  scheduled  to  present  a  paper 
on  "Roadside  Improvement"  was  not  present.  A  paper 
entitled  "Road  Building  in  the  National  Forests,"  which  had 
been  prepared  by  Mr.  Graves  in  place  of  the  paper  scheduled, 
was  read  by  title. 

In  the  absence  of  Col.  E.  A.  Stevens,  Commissioner  of 
Public  Roads  of  New  Jersey,  and  A.  N.  Johnson,  Highway 
Engineer,  Bureau  of  Municipal  Research,  New  York,  N.  Y., 
who  were  to  have  presented  papers  on  "The  Essentials  of 
Proper  Laws  for  Highway  Work,"  Chairman  Pratt  called 
for  the  authors  of  the  three  papers  on  "National,  State  and 
Local  Responsibility  for  Road  Conditions  and  Ways  of 
Securing  Improvements."  In  the  absence  of  the  authors, 
Judge  J.  T.  Ronald,  of  Seattle,  Wash.;  O.  E.  Hotle,  of  Oak- 
land, Cal.,  and  Arthur  Langath,  of  Portland,  Ure.,  Chairman 
Pratt  called  upon  C.  L.  MacKenzie,  President  of  the  Wash- 
ington Slate  Good  Roads  Association,  for  a  discussion  of 
the  subject.  Mr.  MacKenzie  announced  that  he  had  pre- 
pared a  paper  on  "Federal  Aid  for  Rural  Districts,"  for  the 
meeting  of  the  Tri-State  Good  Roads  Association,  which 
had  been  merged  with  the  Pan-American  Road  Congress,  and 
that  he  had  been  requested  to  present  it.  While  waiting  for 
Mr.  MacKenzie  to  secure  a  copy  of  his  paper,  the  paper  by 
Col.  Stevens  on  "The  Essentials  of  Proper  Laws  for  High- 
way Work,"  was  read  by  State  Engineer  Lamar  Cobb  of 
Arizona,  and  the  other  paper  on  the  same  subject,  by  Mr. 
Johnson,  was  read  by  title.  Mr.  MacKenzie  then  read  his  • 
paper,  which  was  discussed  by  C.  A.  Kenyon,  President  of 
the  Indiana  Good  Roads  Association;  Ezra  Meeker,  of 
Washington;    K.   S.    Carlton,    of   California;    State    Engineer 


184 


GOOD    ROADS 


October  2,  1915 


Laoutr    Cobb,    of    Ariaona.    »nd    Judge    J.    H.    Albert,    of 
Salem.  Ore. 

At  the  close  of  the  discussion  of  Mr.  MacKenzie's  paper, 
Chairman  Pratt  read  a  message  from  the  Chamber  of  Com- 
merce of  Providence,  R.  I.,  inviting  the  American  Road 
Builders'  Association  to  hold  their  next  convention  in  that 
city.    The  congress  then  adjourned  until  Tuesday. 

Smoker 

On  Monday  evening  the  delegates  and  guests  virere  enter- 
tained at  a  smoker.  The  entertainment  was  tendered  by  the 
Commercial  Qub  of  Oakland  and  was  held  at  the  Hotel 
Oakland. 


TUESDAY,  SEPTEMBER  14 
Second  Seiiion 

The  second  session  of  the  congress  was  called  to  order  on 
Tuesday  morning  by  Mr.  MacDonald,  who  introduced  as  the 
presiding  officer  for  the  session.  President  George  W.  Tillson 
of  the  American  Road  Builders'  Association. 

The  first  paper,  "Proper  Road  Location,  Its  Importance 
and  Eflfects,"  was  read  by  its  author,  William  R.  Roy,  State 
Highway  Commissioner  of  Washington.  In  the  absence  of 
Paul  D,  Sargent,  Chief  Engineer  of  the  Maine  State  Highway 
Commission,  who  was  scheduled  to  open  the  discussion,  the 
subject  was  discussed  briefly  by  H.  L.  Bowlby,  of  Portland, 
Ore.  He  was  followed  by  Dr.  Joseph  Hyde  Pratt,  A.  D. 
Williams,  Chief  Road  Engineer  of  the  West  Virginia  State 
Road  Bureau,  and  E.  I.  Cantine,  Chief  Deputy  State  En- 
gineer, Oregon  State  Highway  Commission. 

At  the  close  of  the  discussion.  Chairman  Tillson  read  an 
invitation  from  the  Department  of  Commerce  of  the  United 
States  to  visit  the  exhibit  of  the  United  States  Bureau  of 
Standards  at  the  exposition,  and  also  read  an  invitation  to 
hold  the  next  congress  in  the  city  of  Rochester,  N.  Y. 

In  the  absence  of  George  W.  Cooley,  the  author  of  the 
next  paper,  "Road  Drainage  and  Foundation,"  the  paper  was 
read  by  Chairman  Tillson,  who  also  read  a  discussion  on 
the  paper  prepared  by  Frank  K.  Duncan,  Assistant  Director 
of  the  Paving  Commission  of  Baltimore,  Md.,  who  took  the 
place  assigned  on  the  program  to  Chairman  R.  K.  Compton 
of  the  Baltimore  Paving  Commission.  The  subject  was  then 
discussed  by  W.  Tom  Winn,  Commissioner  of  Fulton  County, 
Georgia;  E.  I.  Cantine,  and  A.  D.  Williams. 

"Highway  Bridges  and  Structures,"  the  next  paper  on  the 
program,  was  read  by  the  author,  W.  S.  Gearhart,  State 
Engineer  of  Kansas.  The  discussion  was  opened  by 
Qifford  Older,  Bridge  Engineer  of  the  Illinois  State  High- 
way Commission,  and  was  continued  by  E.  H.  White,  of 
Washington;  Judge  J.  H.  Albert,  of  Salem,  Ore.;  State  High- 
way Commissioner  Roy  of  Washington;  J.  E.  Kennedy,  of 
Arizona;  Chief  Road  Engineer  Williams,  of  West  Virginia, 
and  Thos.  F.  Nichols,  of  Arizona.  The  congress  then  ad- 
journed until  afternoon. 

Tbird  Session 

The  third  seuion  was  called  to  order  in  the  afternoon  by 
Mr.  MacDonald,  who  introduced  Capt.  Walter  Coggeshall, 
President  of  the  Tri-State  Good  Roads  Association,  the 
presiding  officer  for  the  session. 

The  first  paper  of  the  session,  "Highway  Indebtedness,  Its 
Limiution  and  Regulation,"  by  Nelson  P.  Lewis,  Chief  En- 
gineer, Board  of  Estimate  and  Apportionment,  New  York, 
N.  v.,  was  read  by  A.  A.  Willoughby.  In  the  absence  of 
J.  F.  Witt,  of  Dallas,  Tex.,  the  author  of  the  first  formal 
discussion  on  the  paper,  the  discussion  prepared  by  W.  I. 
V'awter,  of  Medford,  Ore.,  was  read  by  J.  A.  Westerlund, 
of  Medford.  B.  A.  Towne,  of  Lodi,  Cal.,  who  was  to  speak 
next,  was  not  present,  and  the  discussion  was  continued  by 
J.  M.  Eddy,  of  California;  Judge  J.  H.  Albert,  of  Salem, 
Ore.;  State  Treasurer  Edward  Meath,  of  Washington;  Chief 
Road  Engineer  Williams,  of  West  Virginia;  C.  A.  Kenyon; 


Frank  Terrace;  W.  B.  Whitney,  of  California;  State  Engineer 
Lamar  Cobb,  of  Arizona;  C.  L.  MacKenzie,  State  Highway 
Commissioner  Roy,  of  Washington;  Jesse  D.  Jewkes,  State 
Treasurer  of  Utah,  and  others. 

At  the  close  of  this  discussion.  Chairman  Coggeshall  made 
a  number  of  announcements  and  read  a  telegram  from  Judge 
W.  S.  Worden,  Treasurer  of  the  Tri-State  Good  Roads  As- 
sociation, who  was  to  have  presided  at  one  of  the  sessions 
on  Wednesday.  Judge  Worden  telegraphed  that  he  would  be 
unable  to  be  present.  Chairman  Coggeshall  then  introduced 
Judge  J.  H.  .-Mbert,  of  Salem,  Ore.,  as  the  presiding  officer 
for  the  remainder  of  the  session. 

The  paper  on  "Organization  and  System  in  Highway 
Work,"  by  Austin  B.  Fletcher,  Highway  Engineer  of  the 
California  State  Highway  Commission,  was  read  by  P.  P. 
Sharpies,  Manager  of  the  General  Taryia  Department  of  the 
Barrett  Mfg.  Co.  In  the  absence  of  H.  R.  Carter,  State  High- 
way Engineer  of  Arkansas,  and  C.  D.  Blaney,  Chairman  of 
the  California  State  Highway  Commission,  who  were  to  open 
the  discussion  of  the  paper,  the  discussion  was  omitted,  and 
the  next  paper,  "The  Educational  Field  for  Highway  Depart- 
ments," prepared  by  Prof.  L.  S.  Smith  of  the  University  of 
Wisconsin,  was  read  by  title.  The  discussion  following  it 
was  opened  by  Chief  Road  Engineer  A.  D.  Williams  of  West 
Virginia,  and  was  continued  by  J.  M.  Eddy,  of  California,  and 
Sidney  Suggs,  of  Oklahoma.  The  congress  then  adjourned 
until  Wednesday. 

Pan-American  Road  Congress  Banquet 

The  Pan-American  Road  Congress  banquet  was  held  on 
Tuesday  evening.  It  was  a  subscription  banquet  in  honor 
of  the  distinguished  guests  of  the  congress,  and  was  held 
at  the  Hotel  Oakland. 


WEDNESDAY,  SEPTEMBER  15 

Pan-American  Road  Congress  Day 
Fourth  Session 

The  fourth  session  of  the  congress  was  called  to  order  on, 
Wednesday  morning  by  Mr.  MacDonald,  who  introduced 
A.  D.  Gash,  President  of  the  Illinois  State  Highway  Com- 
mission, as  the  presiding  officer  in  the  absence  of  Chief 
Engineer  W.  A.  McLean,  of  the  Ontario  Department  of 
Public  Works,  who  was  scheduled  to  act  as  chairman. 

After  a  brief  description  of  Illinois  highway  work  by 
Chairman  Gash,  Frank  F.  Rogers,  State  Highway  Commis- 
sioner of  Michigan,   read   his  paper,   "Roadway   Surfacings." 

The  discussion  was  opened  by  E.  R.  Morgan,  State  Road 
Engineer  and  Secretary  of  the  State  Road  Commission  of 
Utah.  Mr.  Morgan  was  followed  by  W.  C.  Hammett;  State 
Highway  Commissioner  W.  R.  Roy,  of  Washington;  K.  S. 
Carlton;  R.  J.  McFadden,  of  California;  Dr.  Joseph  Hyde 
Pratt;  J.  A.  Morton,  of  California,  and  A.  E.  Loder,  Division 
Engineer,  California  State  Highway  Commission. 

The  paper  on  "Resurfacing  Old  Roads"  was  then  pre- 
sented by  W.  D.  Uhler,  Chief  Engineer  of  the  Pennsylvania 
State  Highway  Department.  The  discussions  on  this  paper 
prepared  by  J.  C.  Travilla,  of  Fort  Worth,  Tex.,  and  J.  C. 
Little,  Chief  Engineer,  Roland  Park  Co.,  Baltimore,  Md., 
were  read  by  title. 

The  paper,  "Street  Pavements,"  by  Curtis  Hill,  City 
Engineer,  Kansas  City,  Mo.,  was  read  by  title,  the  author 
not  being  present.     The  paper  was  not  discussed. 

After  the  giving  of  several  notices,  the  meeting  was  ad- 
journed until  afternoon. 

Fifth  Session 

The  fifth  session  was  called  to  order  on  Wednesday  after- 
noon, at  Festival  Hall,  in  the  exposition  grounds,  at  San 
Francisco,  by  Mr.  MacDonald,  who  introduced  as  the  first 
speaker  Frank  L.  Brown,  a  member  of  the  Board  of  Directors 
of   the   exposition.     Mr.    Brown   welcomed   the   congress   on 


October  2,  1915 


GOOD    ROADS 


185 


behalf  of  the  exposition,  and  presented  bronze  medals  to  the 
four  associations  taking  part  in  the  congress.  President 
George  W.  Tillson,  of  the  American  Road  Builders'  Associ- 
ation, A.  D.  Gash  of  the  American  Highway  Association,  C. 
L.  MacKenzie  of  the  Tri-State  Good  Roads  Association,  and 
Samuel  Hill  of  the  Pacific  Highway  Association,  acted  for 
those  organizations  in  this  ceremony  and  made  brief  re- 
sponses. Mr.  MacDonald  then  introduced  Mr.  MacKenzie 
as   the  presiding  officer  for  the  session. 

The  first  paper  scheduled,  "System  in  Highway  Account- 
ing," by  S.  D.  Gilbert,  Auditor  of  the  New  York  State  High- 
way Commission,  was  read  by  Mr.  MacKenzie. 

The  next  paper,  "Uniformity  for  Highway  Statistics  and 
Data,"  by  H.  E.  Breed,  First  Deputy  Commissioner,  New 
York  State  Highway  Commission,  was  read  by  title.  In  the 
absence  of  W.  W.  Marr,  Chief  State  Highway  Engineer, 
Illinois  State  Highway  Department,  who  was  scheduled  to 
open  the  discussion,  the  paper  was  discussed  by  Judge  J. 
H.  Albert,  of  Salem,  Ore.;  State  Treasurer  J.  D.  Jewkes,  of 
Utah;  A.  E.  Loder,  Division  Engineer,  California  State  High- 
way Commission;  James  H.  MacDonald;  State  Engineer 
Lamar  Cobb,  of  Arizona;  Frank  Terrace,  of  Washington,  and 
others. 

The  paper  on  "Engineering  Supervision  for  Highway 
Work,"  by  T.  H.  MacDonald,  State  Highway  Engineer,  of 
Iowa,  had  not  been  received,  and  the  discussion  on  the  same 
subject  by  Prevost  Hubbard,  Chief,  Division  of  Road 
Material  Tests  and  Research,  U.  S.  Department  of  Agri- 
culture, was  read  by  title.  The  session  was  then  adjourned  to 
give  those  in  attendance  an  opportunity  to  visit  the  various 
exhibits. 


THURSDAY,  SEPTEMBER  16 

Pacific  Highway  Day 
Sixth  Session 

The  sixth  session  was  called  to  order  on  Thursday  fore- 
noon by  James  H.  MacDonald,  the  presiding  officer  for  that 
session.  The  papdr  on  "The  Determination  of  the  Justifiable 
Outlay  for  Specific  Cases  of  Highway  Improvement,"  pre- 
pared by  Clifford  Richardson,  Consulting  Engineer,  New 
York,   N.   Y.,  was   read  by  Samuel   Hill. 

"The  Merit  System  in  Highway  Work,"  a  paper  by  Richard 
Henry  Dana,  President  of  the  U.  S;  Civil  Service  Reform 
League,  was  read  by  title,  and  was  discussed  by  Dr.  Joseph 
Hyde   Pratt. 

Chairman  MacDonald  then  called  for  the  discussion  of  Mr. 
Richardson's  paper,  and  H.  W.  Durham,  formerly  Chief 
Engineer  of  Highways,  Borough  of  Manhattan,  New  York, 
N.  Y.,  opened  the  discussion  with  a  paper.  He  was  followed 
by  C.  A.  Kenyon,  Frank  Terrace  and  A.  D.  Gash. 

The  paper  on  "Convict  Labor  for  Highway  Work,"  by 
State  Highway  Commissioner  George  P.  Coleman  of  Vir- 
ginia, was  read  by  A.  A.  Willoughby.  The  discussion  was 
opened  by  a  paper  prepared  by  J.  E.  Maioney,  Secretary- 
Engineer  of  the  Colorado  State  Highway  Commission, 
which  was  read  by  Mr.  MacDonald.  It  was  followed  by  a 
general  discussion  participated  in  by  Chief  Road  Engineer 
\.  D.  Williams,  of  West  Virginia;  J.  M.  Eddy,  of  California; 
President  A.  D.  Gash,  of  the  Illinois  State  Highway  Com- 
mission; C.  A.  Kenyon,  and  Frank  Terrace. 

At  this  point  the  report  of  the  Committee  on  Resolutions 
was  received.  The  first  resolution  expressed  regret  at  the 
mability  of  Governor  Gates  to  preside  at  the  congress;  the 
second  provided  that  the  Pan-American  Road  Congress 
recommend  to  the  Congress  of  the  United  States  "the 
advisability  of  investigating  the  necessity  for  building  a  hard 
surfaced  highway  along  the  Pacific  Ocean  side  from  Mexico 
to  British  Columbia,  to  be  used  for  military  and  commercial 
purposes;"  the  third  resolution  expressed  the  thanks  of  the 
congress  to  the  press  of  Oakland  and  San  Francisco;  the 
fourth  expressed  the  thanks  of  the  congress  to  the  Oakland 


Chamber  of  Commerce;  the  fifth  expressed  the  thanks  of  the 
congress  for  the  courtesies  shown  by  the  Panama-Pacific 
international  Exposition  authorities;  and  the  sixth  tendered 
the  thanks  of  the  congress  to  the  officials  of  the  slate  of 
California,  the  county  of  Alameda,  and  the  cities  of  Oakland 
and  San  Francisco  for  the  courtesies  extended.  All  of  the 
resolutions,  except  the  second,  were  adopted  as  presented. 
The  second  resolution  was  discussed  at  considerable  length, 
the  following  taking  part:  President  Gash  of  the  Illinois 
State  Highway  Commission;  Samuel  Hill,  of  the  Pacific 
Highway  Association;  Judge  J.  H.  Albert,  of  Salem,  Ore.; 
State  Highway  Commissioner  F.  F.  Rogers  of  Michigan; 
T.  H.  Johnson,  of  Manitoba;  State  Engineer  Lamar  Cobb 
of  Arizona;  Frank  Terrace,  of  Washington;  President  Wal- 
ter Coggeshall  of  the  Tri-State  Good  Roads  Association; 
Sidney  Suggs,  of  Oklahoma;  James  H.  MacDonald;  J.  A. 
Wilson,  of  Pennsylvania;  C.  A.  Kenyon;  State  Treasurer  J. 
D.  Jewkes  of  Utah;  State  Highway  Commissioner  W.  R. 
Roy  of  Washington;  Chief  Road  Engineer  A.  D.  Williams 
of  West  Virginia;  Charles  F.  Stern,  Member  of  the  Cali- 
fornia State  Highway  Commission;  W.  B.  Whitney,  of  Cali- 
fornia, and  Dr.  Joseph  Hyde  Pratt.  During  the  discussion 
it  was  suggested  that  the  resolution  be  amended  to  include 
a  general  system  of  highways  as  well  as  the  road  along  the 
Pacific  Coast.  This  suggestion  was  embodied  in  an  amend- 
ment moved  by  Dr.  Pratt  and  was  carried,  after  which  the 
resolution  as  amended  was  adopted. 
The  resolutions  as  adopted  were  as  follows: 

Resolutions 

RESOLVED,  That  the  Pan-American  Road  Congress  expresses 
its  regrets  that  circumstances  have  prevented  Governor 
Charles  W.  Gates,  Chairman  of  the  Executive  Committee,  from 
presiding  at  this  congress;  and  it  hereby  extends  to  him  its 
heartfelt  sympathy  in  his  time  of  affliction;  and  that  a  copy 
of  this  resolution   be  transmitted  to  Governor  Gates. 

RESOLVED,  That  the  Pan-American  Road  Congress  recom- 
mend to  the  Congress  of  the  United  States  the  advisability  of 
investigating  the  necessity  of  building  a  hard  surfaced  high- 
way along  the  Pacific  Ocean  side  from  Mexico  to  British 
Columbia,  and  other  national  highways,  to  be  used  as  military 
and   commercial   highways. 

RESOLVED,  That  the  Pan-American  Road  Congress  hereby 
desires  to  express  its  thanks  for  the  courtesies  extended  to  it 
by  the  press  of  Oakland  and  San  Francisco  in  reporting  the 
proceedings  of  the  congress  so  that  the  same  might  become 
public. 

RESOLVED,  That  the  Pan-American  Road  Congress  ex- 
presses its  keen  appreciation  of  the  hearty  cooperation  of  the 
Chamber  of  Commerce  of  the  City  of  Oakland  for  the  great 
interest  it  has  taken  in  the  proceedings  of  the  Congress  and 
the  general  cause  of  good  roads:  and  of  ihe  many  courtesies 
extended  to  the  delegates  present  which  have  contributed  so 
much  to  the  success  of  the  meeting. 

RESOLVED,  That  the  Pan-American  Road  Congress  ex- 
presses its  deep  gratification  for  the  courtesies  and  assistance 
given  this  convention  by  the  officials  of  the  Panama-Pacific 
International    Exposition. 

RESOLVED,  That  the  Pan-American  Road  Congress  ex- 
presses its  sincere  thanks  to  the  ofl^cials  of  the  State  of  Cali- 
fornia, of  the  County  of  Alameda  and  of  the  Cities  of  Oakland 
and  San  Francisco  for  the  courtesies  which  they  have  extended 
to  the  Congress  and  which  have  been  especially  enjoyed  by 
the  members   in  attendance   at   this  convention. 

Seventh  Session 

The  seventh  session  was  called  to  order  on  Thursday  after- 
noon by  Mr.  MacDonald,  who  introduced  as  the  presiding 
ofiicer  John  A.  Wilson,  of  Pennsylvania,  President  of  the 
American  Automobile  Association. 

The  paper  on  "Motor  Traffic:  Its  Development,  Trend  and 
Effects,"  which  was  to  have  been  prepared  by  Elmer  Thomp- 
son, Secretary  of  the  Automobile  Club  of  America,  was  not 
sent  in,  nor  was  Mr.  Thompson  present.  Neither  Warren 
Gould,  Chairman  of  the  Automobile  Club  of  Seattle,  Wash., 
nor  W.  G.  Chanslor,  of  San  Francisco,  who  were  to  open 
the  discussion,  were  present,  and  in  the  absence  of  the 
authors   of   the   paper  and   the   formal   discussion  there   was 


186 


GOOD    ROADS 


October  2,  1915 


an  informal  discussion  of  the  topic  by  C.  A.  Kenyon;  W.  H. 
Reed,  of  Washington;  £.  J.  Mehren.  Editor-in-Chief  of  the 
"Engineering  Record,"  and  others. 

The  paper,  "Equipment  for  Highway  Work,"  by  Arthur  H. 
Blanchard,  Professor  of  Highway  Engineering  at  Columbia 
L'niYcrsity,  was  read  by  title. 

The  paper,  "Load  and  Tire  Effect  and  Regulation,"  which 
was  to  have  been  prepared  by  F.  H.  Joyner,  Road  Commis- 
sioner of  Los  Angeles  County,  California,  was  not  sent  in, 
nor  was  the  author  present  In  the  absence  of  Professor 
T.  R.  Agg  of  the  Iowa  State  College  and  C.  F.  Clarkson, 
Secretary  and  General  Manager  of  the  Society  of  Automobile 
Engineers,  who  were  to  have  opened  the  discussion,  the 
session  was  adjourned. 

At  the  close  of  the  session  Samuel  Hill  gave  an  illus- 
trated lecture  on  road  building  in  the  Northwest. 

Maating  of  the  American  Road  Builder*'  Association 

On  Thursday  a  meeting  of  ihe  American  Road  Builders' 
Association  was  held,  principally  for  the  purpose  of  select- 
ing a  Nominating  Committee  in  accordance  with  the  by-laws. 
The  committee  chosen  is  as  follows:  Richard  H.  Gillespie, 
Chief  Engineer  of  Sewers  and  Highways,  Borough  of  the 
Bronx,  New  York,  N.  Y.;  James  H.  MacDonald,  former 
State  Highway  Commissioner  of  Connecticut;  George  W. 
Cooley,  State  Engineer  and  Secretary  of  the  State  High- 
way Commission  of  Minnesota;  Samuel  Hill,  President  of 
the  Pacific  Highway  Association;  William  D.  Uhler,  Chief 
Engineer  of  the  Pennsylvania  State  Highway  Department; 
W.  E.  Atkinson,  State  Highway  Engineer  of  Louisiana,  and 
S.  E.  Bradt,  SecreUry  of  the  Illinois  State  Highway 
Commission. 

Meeting  of  the  American  Highway  Association 

The  annual  meeting  of  the  American  Highway  Association 
was  also  held  on  Thursday,  the  principal  business  coming 
before  the  meeting  being  the  election  of  officers  for  the  com- 
ing year.  Fairfax  Harrison,  President  of  the  Southern  Rail- 
way, was  reelected  President,  and  Logan  Waller  Page, 
Director  of  the  Office  of  Public  Roads  and  Rural  Engineer- 
ing, U.  S.  Department  of  Agriculture,  was  reelected  Vice 
President  In  addition,  directors  were  elected  as  follows: 
James  H.  MacDonald,  former  State  Highway  Commissioner 
of  Connecticut;  E.  J.  Mehren,  Editor-in-Chief  of  "Engineer- 
ing Record";  George  W.  Cooley,  State  Engineer  and  Secre- 
Ury of  the  State  Highway  Commission  of  Minnesota;  Dr. 
Joseph  Hyde  Pratt,  State  Geologist  and  Secretary  of  the 
State  Highway  Commission  of  North  Carolina;  H.  G.  Shirley, 
Chief  Engineer,  Maryland  State  Roads  Commission,  and 
C.  A.  Kenyon,  President  of  the  Indiana  Good  Roads 
Association. 

The  following  resolution  was  adopted: 

"WHEREAS,  the  American  Highway  Association  earnest- 
ly favors  harmony  and  correlation  of  the  organized  good 
roads  movement  throughout  the  United  States,  it  is  ordered 
that  a  special  committee  of  seven  members  be  appointed  by 
the  Chair  and  empowered  to  confer  with  similar  commit- 
tees from  other  organizations,  and  to  consider  and  present 
to  the  association  at  a  subsequent  meeting  or  prior  to  such 
meeting  at  a  meeting  of  the  board  of  directors,  suitable 
recommendations  for  such  changes  in  the  constitution  and 
by-laws  and  the  working  plan  of  the  association  as  will 
best  secure  these  desired  results  as  well  as  to  bring  into 
closer  relation  the  efforts  for  road  improvement  in  the  east- 
em  and  western  portions  of  the  United  States,  and  that 
the  chairman  of  the  meeting  be  the  chairman  of  the  com- 
mittee." 

In  accordance  with  this  resolution,  the  Chair  appointed 
the  following  committee:  Chairman,  S.  E.  Bradt,  Secretary 
of  the  Illinois  State  Highway  Commission;  W.  R.  Roy,  State 
Highway    Commissioner    of    Washington;    A.    B.    Fletcher, 


Highway  Engineer  of  the  California  State  Highway  Com- 
mission; W.  D.  Sohier,  Chairman  of  the  Massachusetts 
Highway  Commission;  T.  H.  MacDonald,  State  Highway 
Engineer  of  Iowa;  W.  E.  Atkinson,  State  Highway  Engineer 
of  Louisiana;  G.  P.  Coleman,  State  Highway  Commissioner 
of  Virginia,  and  F.  F.  Rogers,  State  Highway  Commissioner 
of  Michigan. 

Lawn  Party 
On  Thursday  evening  a  number  of  the  out-of-town  dele- 
gates to  the  congress  were  entertained  at  an  illuminated  fete 
and  dance  given  by  Mrs.  Adolph  B.  Spreckels,  one  of  the 
Vice  Presidents  of  the  Pacific  Highway  Association,  on  the 
lawn  of  her  residence,  2042  Vallejo  Street,  San  Francisco. 
Dancing  was  furnished  by  Loie  Fuller's  dancers,  and  short 
speeches  were  made  by  Samuel  Hill,  President  of  the  Pacific 
Highway  Association;  former  State  Highway  Commissioner 
James  H.  MacDonald  of  Connecticut;  Treasurer  W.  W. 
Crosby  of  the  American  Road  Builders'  Association,  and 
others. 


FRIDAY,  SEPTEMBER  17 
Eighth  Session 

The  eighth  session  was  called  to  order  on  Friday  morn- 
ing by  Mr.  MacDonald,  who  introduced  as  Chairman  of  the 
meeting  Col.  W.  D.  Sohier,  Chairman  of  the  Massachusetts 
Highway  Commission. 

The  first  paper  scheduled  for  the  session,  "Comparisons 
of  Traffic  and  Their  Economic  Value,"  which  was  to  have 
been  presented  by  Linn  White,  Chief  Engineer,  South  Park 
Commissioners,  Chicago,  III.,  was  not  read,  the  author  not 
being  present.  The  discussion  on  the  subject  prepared  by 
H.  K.  Bishop,  formerly  Superintendent  of  Public  Works, 
Territory  of  Hawaii,  was  read  by  title.  After  this,  Chair- 
man Sohier  spoke  briefly  on  the  subject,  his  remarks  being 
followed  by  some  general  discussion. 

The  paper  on  "Dust  Suppression  and  Street  Cleaning"  by 
William  H.  Connell,  Chief  of  the  Bureau  of  Highways  and 
Street  Cleaning  of  Philadelphia,  Pa.,  was  read  by  the  author. 

After  the  reading  of  Mr.  Connell's  paper,  State  Engineer 
Lamar  Cobb  of  Arizona  asked  the  privilege  of  having  printed 
in  the  official  "Proceedings,"  in  connection  with  the  discus- 
sion on  convict  labor,  a  paper  on  "Methods  and  Costs  of 
Road  Work  with  the  Honor  Convict  System,"  written  by 
F.  G.  Twitchell,  Division  Engineer,  Office  of  the  State  Engi- 
neer of  Arizona.  The  privilege  was  granted.  Mr.  Cobb 
was  also  granted  the  privilege  of  having  inserted  in  the 
official  "Proceedings,"  in  connection  with  the  discussion  of 
the  paper  on  "Engineering  Supervision  for  Highway  Work," 
a  digest  of  information  gathered  from  highway  engineers 
of  the  United  States. 

The  last  paper  taken  up  at  the  session  was  "Maintenance: 
Materials  and  Methods,"  by  A.  W.  Dean,  Chief  Engineer  of 
the  Massachusetts  Highway  Commission.  This  paper  was 
read  by  title  and  there  was  no  discussion  upon  it. 

During  the  session  brief  addresses  were  made  by  Dr. 
Alphonso  Quinonez,  the  representative  of  San  Salvador, 
and  Fernando  Cruz,  representing  Guatamela,  and  an  invi- 
tation to  hold  the  next  convention  at  New  Orleans,  La., 
was  read. 

Chairman  Sohier  announced  that  the  congress  would  close 
with  the  morning  session.  Charles  F.  Stern,  Member  of  the 
California  State  Highway  Commission,  who  was  to  have 
presented  a  paper  at  the  final  session,  would  be  unable  to 
be  present,  Qhairman  Sohier  announced,  but  the  paper  would 
be  included  in  the  official  "Proceedings." 

Chairman  Sohier  then  turned  the  meeting  over  to  Mr.  Mac- 
Donald, who  adjourned   the   congress,   sine  die. 

Automobile  Tour 

On  Saturday,  Sept.  18,  a  party  of  about  125  delegates 
and   guests   made   an   automobile   in.spection   tour   over   the 


October  2,  1915 


GOOD    ROADS 


187 


state  highway  from  Oakland  on  the  east  side  of  the  Bay 
to  San  Jose,  a  distance  of  about  SO  miles,  and  thence  through 
Santa  Clara,  Palo  Alto  and  along  the  peninsula  to  San  Fran- 
cisco. In  the  course  of  the  trip,  many  roads  were  inspected. 
Luncheon  was  served  at  San  Jose. 


The  Operations  of  the  British  Road  Board 
During    1914 

Applications  for  advances  made  to  the  Road  Board  of 
Great  Britain  during  the  year  ending  March  31,  1915,  amount- 
ed to  £2,001,264,  according  to  the  fifth  annual  report  of  the 
Road  Board,  mention  of  which  is  made  on  another  page  of 
this  issue. 

Of  the  total  given  above,  il, 541,684  was  for  the  improve- 
ment of  road  crusts;  £208,190  was  for  widenings,  diversions 
and  the  improvement  of  gradients,  curves  and  corners;  £207,- 
130  was  for  new  roads  and  bridges,  and  the  balance,  £44,260, 
was  for  the  reconstruction  and  improvement  of  bridges.  The 
applications  came  principally  from  England  and  Wales,  the 
amount  applied  for  in  those  two  countries  being  £1,679,230. 
The  amount  for  Scotland  was  £220,167,  and  for  Ireland 
£101,867. 

Since  the  establishment  of  the  Road  Board,  the  sum  of 
£3,044,769  has  been  paid  in  grants  and  loans.  This  total  has 
been  paid  as  follows:  England  and  Wales,  £2,529,828;  Scot- 
land, £351,135;   Ireland,  £163,806. 

It  is  pointed  out  in  the  report  that  the  total  amount  applied 
for  during  the  year  ending  March  31,  1915,  was  less  by  £592,- 
541  than  the  amount  applied  for  during  the  preceding  fiscal 
year,  and  it  is  stated  that  this  decrease  was  probably  due  to 
the  fact  that  after  the  outbreak  of  war  highway  authorities 
were  informed  that  the  board  was  not  prepared  to  continue 
making  grants  during  the  war  to  the  same  extent  or  on  the 
same  basis  of  distribution  as  in  previous  years. 


Notes  on  British  Road  Work 

A  comprehensive  review  of  the  road  situation  in  Great 
Britain  is  contained  in  a  memorandum  transmitted  to  the 
officials  of  the  Pan-American  Road  Congress  by  W.  Rees 
Jeffreys,  Secretary  of  the  Road  Board  of  the  United 
Kingdom.  The  review  was  sent  with  Mr.  Jeffrey's  letter 
expressing  his  regret  that  the  state  of  the  national  affairs 
prevented  him  from  accepting  the  invitation  tendered  him 
to  the  Pan-American  Road  Congress.  It  is  expected  that 
the  memorandum  will  be  printed  in  the  "Proceedings;"  the 
available  space  permits  only  a  brief  review  of  it  here. 

The  total  length  of  roads  and  streets  in  the  cities,  towns, 
counties  and  villages  of  Great  Britain  is  about  175,000  miles, 
and  the  annual  cost  of  maintaining  this  mileage  is  about 
$55,000,000.  The  total  annual  expenditure  on  roads,  includ- 
ing improvements  and  loan  charges,  as  well  as  maintenance, 
is  about  $86,250,000,  or  $2.10  per  capita.  Of  this  total, 
$77,550,000  is  provided  by  local  taxation  and  the  balance  is 
contributed  from  imperial  taxation. 

According  to  an  estimate  made  by  Mr.  Jeffreys,  the  total 
mileage  is  divided  approxmiately  as  follows: 

Permanent  pavements   (stone  block,   wood   block, 

compressed  asphalt,  etc.)    6,500  miles 

Bituminous  roads  (granite  or  slag,  tar  macadam, 

asphalt  macadam,  etc.)    7,000       " 

Water  bound  macadam  (tar  sprayed  annually)...  22,000 

Water  bound  macadani   139,000 

It  was  estimated  before  the  war  that  the  mileage  of  roads 
of  this  type  classed  as  permanent  pavements  in  the  fore- 
going increased  at  the  rate  of  250  miles  per  year;  that  the 
increase  of  roads  reconstructed  with  bituminous  material 
was  about  1,000  miles  per  year,  and  that  there  was  an 
annual  increase  of  about  1,250  miles  in  the  length  of  roads 
annually  sprayed  with  tar. 

Considerable  space  is  given  by  Mr.  Jeffreys  to  detailed 
data  on  the  cost  of  road  work  of  various  kinds  and  on  the 


average  life  of  various  kinds  of  roads  under  stated  traffic 
conditions. 

Mr.  Jeffreys  also  reviewed  briefly  the  progress  of  recent 
experimental  work;  the  efforts  toward  bringing  about  a 
classification  of  the  roads;  the  effect  of  the  war  upon  im- 
provements; regulation  of  vehicles,  and  the  matter  of  in- 
debtedness  for   road   work. 

The  following  table  taken  from  Mr.  Jeffreys'  memorandum 
shows  the  number  of  years  for  which  loans  can  be  made 
for  various  kinds  of  work: 

Kind  of  Work  Length  o(  Loan 

Granite,  limestone  or  slag,  coated  with  tar 7  years 

Asphaltlc   pavements    10       " 

Soft  wood; 

Not   creosoted    5       " 

Creosoted    10       '* 

Hard    wood    10       " 

Concrete  foundations   20       " 

Granite  or  whinstone  blocks  on  concrete 20        " 

Property   (land)  purchased  for  new  roads  or  road 

widenings   50       " 

The  total  outstanding  debt  of  highway  authorities  in 
England  and  Wales  for  loans  for  highway  purposes,  in- 
cluding bridges,  at  present  amounts  to  about  $250,000,000, 
according  to  Mr.  Jeffreys. 

The  amounts  given  in  dollars  throughout  the  foregoing 
have  been  obtained  by  multiplying  pounds  sterling  by  five. 


NEWS  NOTES 


A  Bond  Issue  of  $100,000  for  Road  Construction  has  been  voted 
in  Luna  County,  Tex. 


The   Saaulch    Municipality   of  Victoria,   B.   C„   has    decided   to 
pave  about  a  mile  of  streets,  probably  with  asphalt. 


The  City  Council  of  Kingston,  S.  C,  has  decided  to  pave  36 
blocks  of  city  streets  with  asphalt  at  an  estimated  cost  of 
$100,000. 


Aransas  County,  Tex.,  Has  Voted  ¥300,000  in  bonds  for  the  con- 
struction of  a  13,000-ft.  causeway  across  Aransas  Bay  from 
Rockport  to  Lamar. 


The  $600,000  Road  Bond  Issue  recently  voted  in  Gila  County, 
Ariz.,  has  been  found  to  be  invalid.  Another  election  will  be 
called.  In  all  probability. 


The  Town  Authorities  of  Arcadia,  Cal.,  have  decided  to  build 
16  miles  of  oiled  macadam  roads  and  approximately  10,000  ft. 
of  concrete  curb  and  gutter. 


The  Board  of  Supervisors  of  Pima  County,  Ariz.,  has  ordered 
a  special  election  for  October  26  on  the  question  of  issuing  $400,- 
000  in  bonds  for  road  construction. 


A  20-ItIlle  Stretch  of  the  Borderland  Hishtvay,  from  Tucson, 
Ariz.,  to  the  Pinal  County  line,  is  being  built  by  convict  labor, 
the  prisoners  working  under  the  honor  system. 


The  Board  of  County  Commissioners  of  AIontg:omery  County, 

O.,  has  decided  upon  an  extensive  paving  program,  involving 
the  improvement  of  38  roads.  The  work  is  contingent  upon  the 
ratification  of  a  proposed  bond  issue  of  $460,000  at  the  November 
election. 


The  County  Court  of  Giles  County,  Tenn.,  has  decided  to  sub- 
mit the  question  of  issuing  $500,000  in  bonds  to  a  vote  of  the 
people  at  the  November  election.  It  is  proposed  to  use  the  funds 
for  the  construction  and  maintenance  of  a  system  of  county 
roads,  including  the  purchase  of  existing  turnpikes. 


Street  Work  In  Boulder,  Colo.,  In  1914,  according  to  a  report 
of  the  Street  Supervisor,  contained  in  the  annual  report  of 
the  city,  comprised  street  and  alley  grading  and  graveling 
costing  $3,771.15;  street  cleaning,  $2,294.25;  rolling,  $109.80; 
dragging,  $232.10;  building  alley  crossings,  $111.47;  sidewalk 
construction,  $47.58;  street  crossing  construction,  $298.42;  rais- 
ing and  repairing  street  crossings,  $105.10;  street  and  alley 
culvert    construction,    $550.05. 


188 


GOOD    ROADS 


October  2,  1915 


Durax  Paving  in  Louisville,  Kentucky 


FoUowing  the  construction  of  a  small  area  of  Durax  pave- 
ment, laid  as  an  experiment,  in  Louisville,  Ky.,  in  Septem- 
ber, 1914,  a  considerable  amount  has  since  been  laid  in  that 
cily.  The  experimental  section,  which  has  now  been  down 
about  a  year,  is  reported  to  be  in  excellent  condition,  al- 
though'it  has  been  subjected  to  heavy  trathc. 

Ihe  hrst  Durax  pavement  was  laid  by  the  city  forces  un- 
der tne  direction  ot  City  Engineer  D.  U.  Lyman  and  was 
put  down  on  Main  St.,  between  iith  and  9th.  its  area  was 
about  OUU  sq.  yds.,  and  it  was  laid  in  straight  courses.  Later 
a  lOO-sq.  yd.  section  was  put  down  on  Main  St.,  between 
1st  and  2d  Sts.,  the  blocks  being  those  left  over  from  the 
lirst  job.  The  hrst  work  was  done  in  the  course  of  mainte- 
nance work  on  Main  St.  and  no  cost  data  were  kept.  The 
cost  of  the  second  job  was  $1.65  per  sq.  yd.,  exclusive  of  the 
foundation.  During  the  hrst  work,  pea  gravel  was  used 
as  a  bed,  but  it  was  found  that  the  blocks  moved  under  the 
roller  and  sand  was  tried.  This  worked  up  into  the  joints, 
interfering  with  the  grouting,  and  stone  chips  and  gravel 
were  tanally  selected  for  bedding  the  blocks. 

The  next  Durax  pavement  laid  in  the  city  was  put  down 
by  the  Standard  Asphalt  Co.,  which  was  awarded  a  contract 
for  paving  Preston  St.,  between  Broadway  and  Jefferson  St. 
The  pavement,  which  covered  six  blocks,  was  laid  on  a  bed 
of  stone  chips  and  pea  gravel  resting  on  a  1:3:6  con- 
crete foundation,  the  joints  being  filled  with  a  1:1  grout. 
The  contract  price  was  $3.10  per  sq.  yd.  The  work  was 
started  on  Oct.  10,  1914,  but  owing  to  weather  conditions 
and  other  delays  was  not  completed  until  Jan.  3,  1915.  All 
of  this  pavement  was  laid  in  the  railroad  area. 

Later  the  Board  of  Public  Works  awarded  a  contract  to 
the  Bickel  Asphalt  Paving  Co.  for  paving  9th  St.,  between 
Magazine  and  Madison  Sts.,  a  distance  of  three  blocks.  This 
work  comprised  the  construction  of  3,600  sq.  yds.  and  was 
awarded  at  a  price  of  $2.90  per  sq.  yd.     After  the  work  had 


been  started,  it  was  decided  to  use  an  asphalt  filler  on  half 
of  the  area,  this  increasing  the  price  to  $3.33  per  sq.  yd. 
The  work  was  commenced  on  March  20  and  completed  on 
May  15  of  this  year.     In  this  work  the  blocks  were  laid  in 


DUH.\X  PAVING  ON  9TH  ST.,  LOUISVILLE,  KY.— NEAR  VIEW 
SHOWING  METHOD  OP  PLACING  COURSES 

segmental  courses,  as  is  common  in  Europe  where  this  pave- 
ment has  been  used  to  a  considerable  extent.  At  the  be- 
ginning of  the  work  a  paver  laid  about  20  sq.  yds.  per  day. 
This  was  later  increased  to  30  sq.  yds. 


Eleven  Lives  Were  Lioat  on  the  Hlghwaya  ot  Iowa  during  the 
month  ending  Aug.  4,  according  to  the  State  Highway  Com- 
mission. Of  these  eleven  persons,  six  were  liilled  in  automo- 
bile accidents,  two  were  killed  at  railroad  crossings,  one  was 
crushed  under  a  traction  engine  and  three  were  drowned  as 
the  result  of  damage   done  to   roads  by   floods. 


DURAX  PAVING  ON  .TH  ST..  IX)UI8VILLB,  KT.-PAVBMENT     IN  FOREGROUND  NOT  PILLED;  FILLING  JOINTS  WITH 

ASPHALT  IN  THE  BACKGROUND. 


October  2,  1915 


GOOD    ROADS 


189 


Papers  Presented  at  the  Pan-American  Road  Congress 


The  History  and  Future  of  Highway 
Improvement 

By  LOGAN   WALLER  PAGE 
Director,  U.  S.  Office  of  Public  Roads  and  Rural  Engineering 

From  the  standpoint  of  construction,  the  history  of  high- 
way improvement  back  of  1775,  when  Tresaguet,  the  famous 
French  engineer,  made  known  his  method,  has  little  more 
than  a  sentimental  interest.  To  duplicate  the  massive  Roman 
highways  today  would  involve  the  use  of  an  incredible 
amount  of  labor  and  material,  the  most  of  which  would  be 
wholly  unnecessary.  I  should  estimate  that  a  Roman  high- 
way, such  as  the  Appian  Way,  would  cost  today  approxi- 
mately $500,000  per  mile.  In  this  age  of  conservation  ot 
energy  and  materials,  the  massive  ancient  highways  have 
no  place. 

Tresaguet,  while  Inspector  General  of  the  District  of 
Limoges,  presented  a  report  to  the  Assembly  of  Roads  and 
Bridges  of  Paris  in  1775  in  which  he  laid  down  the  essentials 
of  good  highways  as,  first,  adequate  drainage;  second,  the 
reduction  of  the  foundation  to  a  single  course  of  stone  laid 
on  edge  on  a  subgrade  crowned  parallel  to  the  finished  sur- 
face; third,  a  single  course  of  broken  stone  to  cover  the 
foundation  to  a  thickness  of  about  6  ins.,  and,  fourth,  a 
system  of  continuous  maintenance  by  regular  employees. 
Out  of  the  labors  of  Tresaguet  grew  the  splendid  road  sys- 
tem of  France,  with  its  great  organization  of  cantonniers 
for  continuous  systematic  maintenance.  About  twenty-five 
years  later,  Telford,  in  England,  announced  a  method  of 
construction  almost  identical  with  that  of  Tresaguet,  and 
about  the  same  time  Mc.'Vdam  introduced  his  method,  which 
varied  from  that  of  Tresaguet  by  discarding  the  pitched 
foundation  and  using  on  the  earth  subgrade  a  single  course 
of  hand-broken  stone.  The  methods  followed  by  these  three 
men  continued  without  fundamental  changes  until  practi- 
cally the  beginning  of  the  twentieth  century.  The  invention 
of  the  stone  crusher  by  Blake  in  1858  resulted  in  the  very 
general  abolition  of  hand  labor  for  crushing  stone,  while 
the  invention  of  the  steam  roller  by  Lemoine  in  1859  marked 
another  step  toward  the  perfection  of  equipment  and  in- 
crease in  efficiency  of  construction  work.  The  McAdam 
method  has  been  modified  to  the  extent  that  the  stone  is 
now  usually  applied  in  courses  and  stone  screenings  are 
used  as  a  binder.  The  advent  of  the  automobile  has,  as  you 
well  know,  served  to  revolutionize  methods  of  construction 
and  maintenance,  and  has  given  a  new  functional  importance 
to  the  highway  which  has  practically  made  it  necessary  for 
us  to   start  into   the  twentieth  century   on   a  new  basis. 

From  an  administrative  standpoint,  the  experience  of 
European  countries  is  valuable'  to  us  chiefly  through  its 
demonstration  of  the  efficiency  of  a  centralized  and  syste- 
matic supervision  as  compared  with  uncorrelated  local  super- 
vision or  with  the  management  of  the  roads  by  private  enter- 
prise in  the  form  of  toll  companies.  The  French  system  of 
highways  affords  us  an  example  of  efficient  centralized  man- 
agement which  cannot  fail  to  prove  of  value  in  working  out 
our  own  systems  of  management.  Washington  recom- 
mended in  a  letter  to  Patrick  Henry  that  the  roads  of 
Virginia  be  taken  away  from  the  control  of  the  county 
courts  and  be  given  to  the  state  authorities.  One  of  Ham- 
ilton's pet  schemes  was  that  of  road  improvement,  and  he 
recognized  thoroughly  that  roads  left  to  local  authority  would 


never  be  satisfactorily  built.  In  a  functional  sense,  the 
national  roads  of  France  were  laid  out  before  the  advent 
of  the  railroad,  and  were  designed  to  serve  the  purpose 
which,  in  later  times,  was  served  in  that  and  other  countries 
by  the  railroads.  In  other  words,  it  has  yet  to  be  demon- 
strated that  the  highway  may  be  considered  in  the  class 
of  the  railroad  as  main  trunk  lines  of  traffic.  Possibly  if 
the  French  national  highways  had  been  laid  out  at  the  open- 
ing of  the  twentieth  century  instead  of  the  nineteenth  a  dif- 
ferent plan  might  have  resulted.  The  French  methods  of 
construction  prior  to  the  general  introduction  of  the  auto- 
mobile were  the  methods  of  McAdam  and  Tresaguet,  so  that 
France  is  having  the  same  problem  of  adapting  the  roads 
to  meet  the  new  traffic  conditions  that  confronts  us  in  this 
country,  except  that  her  difficulties  are  greater  by  reason 
of  the  large  mileage  of  roads  built  according  to  the  old 
methods.  The  French  system  of  management  and  mainte- 
nance, however,  has  resulted,  through  a  long  period  of  years, 
in  keeping  the  French  roads  in  first-class  condition,  and  at 
less  cost  per  mile  than  in  England  where  the  policy  of  ex- 
treme localization  in  road  management  has  largely  prevailed. 
Maintenance  costs  have  increased  so  enormously  in  recent 
years  that  figures  promulgated  a  few  years  back  are  of  little 
value;  but  I  should  estimate  that  the  general  cost  of  main- 
tenance in  England  has  been  at  least  20  per  cent,  higher 
than  the  cost  of  maintenance  in  France,  this  difference  be- 
ing due  largely  to  the  difference  in  management. 

Another  lesson  of  importance  in  the  history  of  highways 
abroad  was  the  experience  of  England  with  the  toll  roads. 
During  the  first  half  of  the  nineteenth  century  the  toll  roads 
formed  a  perfect  network  throughout  England,  Scotland  and 
Ireland,  but  they  proved  so  costly  in  operation  and  so  in- 
efficient in  results  as  to  cause  the  most  widespread  dissatis- 
faction and  opposition.  By  1878  every  toll  road  had  been 
abolished   in    England.   Scotland   and   Ireland. 

Our  own  history  of  road  management  has  been,  for  the 
most  part,  a  repetition  and  an  exaggeration  of  the  poor  local 
management  which  came  to  us  as  English  precedent.  The 
best  evidence  we  have  as  to  the  inefficiency  of  extreme 
localization  in  road  management  is  the  fact  that  the  only 
states  which  are  really  noted  for  their  excellent  highways 
are  those  in  which  the  state  government  has  provided  a 
system  of  state  highways.  No  doubt,  mistakes  have  been 
made  in  state  work,  with  considerable  waste  of  state  money 
through  the  influence  of  politics  and  faulty  organization, 
but  the  fact  remains  that  during  the  past  twelve  or  fifteen 
years  in  which  state  aid  has  been  a  prominent  factor  the 
states  of  Massachusetts,  Connecticut,  New  York,  New  Jer- 
sey, Maryland,  Michigan,  Wisconsin,  Virginia,  California, 
Washington  and  others  have  made  greater  progress  than 
was  made  throughout  their  entire  history  prior  to  the  adop- 
tion of  the  policy  of  state  participation.  We  are  spending 
at  the  present  time  upwards  of  a  quarter  of  a  billion  dollars 
a  year,  and  it  is  absolutely  imperative  that  centralized  and 
systematic  control  be  provided  if  we  are  to  avoid  saddling 
posterity  with  a  heavy  debt  for  improvements  which  do 
not  materialize. 

The  rapid  development  of  the  automobile  and  the  concen- 
tration of  approximately  one-half  our  population  in  crowded 
cities  are  two  factors  which  have  made  the  problem  of  high- 
way construction  and  maintenance  difficult,  intricate  and  of 
n&tion-wide  importance.    In  the  early  days,  when  each  farm 


190 


GOOD    ROADS 


October  2,  1915 


or  plantation  wm  •  community  unto  itself,  the  highway  was 
a  purely  local  convenience.  Even  in  comparatively  modern 
times,  when  large  cities  were  few  and  far  between,  and  when 
animal  power  limited  the  radius  of  traffic  to  30  or  40  miles 
at  the  most  for  a  day's  journey,  the  roads  were  still  of 
local  importance  primarily,  although  in  a  larger  sense  than 
in  the  G>lonial  days. 

The  automobile  has  tremendously  increased  the  radius  of 
travel.  It  has  linked  city  and  country  together;  it  has  made 
township  and  county  and  even  state  lines  sentimental  boun- 
daries which  have  lost  their  economic  importance.  The 
crowding  of  millions  of  our  people  in  cities  has  made  the 
public  highway  in  the  most  remote  rural  districts  of  vital 
importance  to  the  cities,  because  the  farmers  must  feed  the 
cities.  Parallel  with  this  need  of  the  city  for  the  product  of 
the  country  has  come  the  need  of  the  country  dweller  for 
the  manufactured  products  of  the  city,  and  so  there  has  been 
woven  by  the  shuttle  of  mutual  need  in  this  wonderful  age 
of  invention  and  progress  a  network  of  interdependence  in 
which  the  public  highway  has  become  an  essential  part  of 
the  very  fabric  of  our  social  and  industrial  life. 

Inseparably  linked  with  these  great  functional  problems  of 
the  public  highways  are  the  physical  problems  which  motor 
traffic  and  the  movement  of  a  vast  tonnage  of  products  to 
and  from  the  centers  of  population  have  given  rise.  The 
growth  of  the  motor  vehicle  industry  has  been  not  merely 
rapid,  it  has  been  stupendous.  It  seems  but  yesterday  since 
the  awkward  one-cylinder  cars  drove  frightened  horses  into 
the  ditches,  and  yet  today  it  is  probably  not  overestimating 
to  say  that  there  are  over  two  and  one-quarter  million  auto- 
mobiles in  the  United  States.  This  phenomenal  traffic  came 
suddenly  upon  thousands  of  miles  of  water  bound  macadam 
and  gravel  roads  which  had  been  built  to  meet  the  older 
forms  of  traffic.  The  systems  of  maintenance  in  eflfect  were 
inadequate  and  utterly  broke  down  under  this  new  burden. 
The  result  was  that  by  the  time  legislatures  awoke  to  the 
necessity  of  providing  adequate  money  and  organization, 
their  roads  had  deteriorated  to  such  an  extent  that  in  many 
cases  resurfacing  was  necessary.  Maintenance  costs  in- 
creased at  an  alarming  rate.  Where  formerly  $100  per  mile 
was  considered  sufficient  for  a  water  bound  macadam  road, 
it  quickly  jumped  to  $250,  then  to  $350,  to  $500  and  $750. 
and  in  some  states  it  has  been  estimated  that  $1,000  per 
mile  per  annum  is  necessary  for  maintenance.  As  a  result 
of  these  startling  charges  for  maintenance,  a  considerable 
degree  of  discouragement  has  arisen,  for  the  taxpayer  does 
not  like  to  feel  that  he  must  not  only  spend  a  large  sum 
of  money  for  construction,  but  must  thereafter  put  up  from 
$500  to  $1,000  a  mile  to  keep  his  road  in  good  condition. 
Right  here  let  me  emphasize  the  fact  that  these  excessive 
costs  are  not  strictly  maintenance  costs,  but  rather  repair 
and  reconstruction  costs,  as  well  as  extraordinary  mainte- 
nance due  to  tardiness  in  meeting  the  heavy  traffic  wear. 
Gradually  we  are  adapting  ourselves  to  the  new  conditions, 
and  the  result  should  be  a  considerable  reduction  in  the  cost 
of  maintenance  per  mile.  As  an  incident  to  the  modern 
problem,  brick,  concrete,  and  improved  bituminous  surfaces 
have  come  into  prominence.  I  will  not  undertake  to  enter 
into  the  discussion  of  the  relative  merits  of  each  type  of 
highways,  but  it  must  be  generally  recognized  that  we  can 
no  longer  follow  the  short-sighted  policy  of  building  high- 
ways without  consideration  of  the  problem  of  maintenance. 
It  is  not  so  much  what  a  highway  costs  today  as  what  it 
will  cost  in  the  aggregate  in  ten  years,  or  twenty  years. 

The  basic  proposition  upon  which  our  road  building  and 
maintenance  in  this  country  must  ultimately  rest  is  that  the 
character  of  the  road  and  the  amount  of  money  expended  for 
its  construction  and  maintenance  must  be  determined  by  the 
senrice  which  the  road  renders.  For  example,  it  may  be 
genuine  economy  to  spend  $20,000  on  one  road  and  only 
$2/)00  on  another  road,  because  in  the  former  case  the  ser- 


vice rendered  may  be  ten  times  the  service  rendered  in  the 
latter  case.  We  have  in  this  country  some  two  and  one- 
quarter  million  miles  of  road.  We  know  that  in  every  com- 
munity, in  every  county,  and  in  every  state  all  traffic  flows 
from  feeders  and  little  neighborhood  roads  into  the  main 
highways  that  lead  to  the  markets  and  shipping  points  and 
connect  the  centers  of  population.  It  is  a  conservative  esti- 
mate to  say  that  these  highways  do  not  aggregate  one- 
quarter  of  the  total  mileage.  A  great  many  million  dollars 
of  highway  expenditures  have  been  unproductive  in  this 
country  through  undue  parsimony  in  the  improvement  ot 
the  main  heavily  traveled  highways  and  lavish  extravagance 
in  the  improvement  of  highways  which  have  little  or  no 
economic  importance. 

The  taxpayers  should  awaken  to  the  full  realization  of 
the  fact  that  the  taxes  which  they  pay  into  the  public  treas- 
uries for  public  road  improvement  should  in  the  interest  ot 
the  taxpayers  be  subjected  to  the  same  sort  of  business  man- 
agement and  business  expediency  that  make  for  success  in 
private  enterprise.  The  average  taxpayer  pays  his  taxes 
and  thereby  relieves  himself  of  what  he  considers  a  burden 
He  loses  all  interest  in  the  further  disposition  of  his  tax 
money,  except  to  complain  from  year  to  year  of  the  small 
return  which  he  has  received  for  his  outlay.  Legislatures 
are  supposed  to  be  the  servants  of  the  people,  and  if  the 
people  who  pay  taxes  insist  that  their  legislatures  provide 
for  the  management  of  the  county's  public  works  an  ade- 
quate and  responsible  organization,  and  an  intelligent  systen; 
for  the  expenditure  of  road  funds,  the  proper  laws  would  be 
forthcoming  and  the  wastefulness  and  inefficiency  which  has 
marked  our  previous  experience  in  highway  improvement 
would  be  largely  corrected.  Before  undertaking  any  gen- 
eral scheme  of  improvement,  it  is  the  duty  of  the  county  to 
have  traffic  studies  made  of  its  roads,  so  as  to  determine 
the  order  and  measure  of  their  importance  and  the  char- 
acter of  construction  which  should  be  adopted  to  meet  the 
traffic  requirements  as  indicated  by  such  study.  The  ton- 
nage and  the  average  haul  on  each  road  afford  a  unit  of 
measurement  known  as  the  ton-mile,  and  the  total  ton  mile- 
age, present  and  prospective,  of  the  road  will  indicate  its 
relative  importance  for  modern  purposes.  This  can  well 
be  done  by  ascertaining  for  each  road  the  land  area  and 
the  acreage  yield  of  the  zone  from  which  it  would  draw  its 
tonnage  of  freight  traffic.  When  the  relative  importance 
of  the  road  for  the  transportation  of  the  farm  products  to 
the  shipping  point  is  known,  the  character  and  amount  of 
the  outgoing  traffic  on  the  road  from  the  centers  of  popula- 
tion should  be  determined.  The  incoming  and  outgoing  traf- 
fic will  thus  measure  the  market  importance  of  the  respec- 
tive highways.  If  the  road  is  of  importance  for  pleasure 
travel  or  is  a  link  in  an  important  through  highway,  a  heavy 
expenditure  for  improvement  may  be  justified  aside  from  a 
local  economic  consideration,  but  certainly  some  such  in- 
telligent method  would  be  infinitely  preferable  to  the  pres- 
ent method  of  laying  out  a  system  of  roads  that  will  reach 
all  sections  from  a  geographic  standpoint  and  will  provide 
a  uniform  construction  regardless  of  the  relative  traffic  im- 
portance of  the  roads  to  be  improved.  Aside  from  this  in- 
telligent selection  of  locations  and  types,  I  believe  that  there 
is  a  positive  need  for  a  centralized  control  and  a  highly 
skilled  supervision  on  the  part  of  an  agency  of  the  state, 
particularly  with  reference  to  the  design  and  inspection  of 
highway  bridges,  the  expenditure  ef  large  local  bond  issues, 
the  handling  of  local  funds  for  highway  work  as  to  systems 
of  accounting  and  cost  keeping,  and  finally  as  to  the  quali- 
fications of  the  men  locally  selected  to  carry  on  road  work. 
The  trend  for  the  past  ten  years  has  been  distinctly  in  these 
directions,  and  I  believe  that  ultimately  we  shall  have  a 
compact  and  efficient  county  organization  and  compulsory 
selection  and  improvement  of  roads  according  to  their  traffic 
importance  and  finally  correlation  and  executive  and  tech- 


October  2,  1915 


GOOD    ROADS 


191 


nical  skill  through  the  medium  of  a  state  supervision,  such 
as  I  have  just  outlined. 

In  the  financing  of  road  improvement  there  is  a  growing 
tendency  to  rush  hastily  into  debt  through  the  issuance  of 
long  term  bonds  for  the  building  of  roads  for  which  no  ade- 
quate maintenance  provision  is  made.  These  conditions  are 
peculiar  to  county  work  rather  than  state  work.  The  evils 
of  long  term  bonds  for  short  term  utilities  have  been  dealt 
with  by  many  authorities  on  the  subject,  and  1  will  only 
reiterate  my  belief  that  the  solution  of  this  problem  will 
come  through  the  placing  of  adequate  power  to  supervise 
and  regulate  county  bond  issues  in  the  hands  of  a  centralized 
state  highway  department. 

On  the  whole,  great  progress  has  been  made  in  recent 
years  from  the  construction  standpoint,  lesser  progress  in 
providing  adequate  maintenance,  while  the  trend  toward 
centralizing  control  of  the  more  important  features  of  high- 
way work  is  just  now  becoming  noticeable  in  an  encourag- 
ing  degree. 


The  Essentials  of  Proper  Laws  for 
Highway  Work 

By  COL,  E.  A.  STEVENS 
State  Commissioner  of  Public  Roads  of  New  Jersey 

I  shall  at  the  outset  assume  that  improved  public  roads 
are  a  commercial  necessity  and  that  the  benefits  of  improve- 
ment will  repay  any  reasonable  cost.  Those  who  differ  with 
me  on  this  point  will  continue  to  do  so  until  the  inexorable 
logic  of  the  law  of  the  survival  of  the  fittest  shall  have 
demonstrated     their    mistake. 

Granted  that  we  must  have  good  roads  and  that  these  are 
to  be  obtained  through  legislation,  we  face  certain  difficulties 
which  need  careful  consideration  before  an  attempt  is  made 
to  decide  on  the  exact  character  of  legislation  needed.  These 
difficulties  spring  partly  from  our  national  character,  our 
political  conditions,  the  traffic  on  our  roads  and  the  extent 
of  our   road   problem. 

We  are  by  nature  optimists  and  perhaps  unreasonably 
hopeful.  We  cherish  and  perpetuate  many  of  the  traits 
springing  from  the  pioneer  work  done  by  our  immediate  fore- 
bears. We  are  too  apt  to  undervalue  the  need  and  value  of 
specialized  training  and  consider  that  any  industrious  and 
sound  person  can  successfully  tackle  work  with  which  he 
has  little  or  no  experience.  We  believe  a  little  too  much  in 
the  Jack  of  all  trades  and  this  seems  to  be  especially  true 
of  our  roads.  Whatever  may  have  been  the  fact  in  the  days 
of  dirt  roads  and  animal  haulage,  we  have  progressed  far 
beyond  that  point  today.  We  are  too  great  believers  in  the 
gospel  of  "hustling"  and  but  too  apt  to  forget  the  homely 
wisdom  of  Davy  Crockett,  "Be  sure  you  are  right  and  then 
go  ahead." 

Our  political  conditions  and  predilections  incline  us  to 
glorify  and  exalt  the  benefits  of  checks  and  safeguards  and 
of  local  self-government.  I  am  far  from  decrying  this  as 
a  general  doctrine,  but  it  is  to  be  borne  in  mind  that  any 
governmental  unit  to  which  special  work  is  to  be  intrusted 
should,  from  its  capacity  and  powers,  be  fitted  for  the  per- 
formance of  the  duties  imposed,  and  that,  if  we  are  to  have 
good  roads,  we  must  commit  their  administration  to  a  body 
fitted  to  discharge  the  duty,  irrespective  of  our  theories  as 
to   the    desirability   and    extent    of   local   self-government. 

The  experience  of  such  states  as  Massachusetts,  Rhode 
Island,  Connecticut  and  New  Jersey,  which  some  years  ago 
took  up  the  question  of  road  improvement  and  which  have 
made  progress  therein,  proves  that  the  motor  vehicle  traffic, 
developed  by  this  work  far  exceeds  that  which  should  have 
been  expected  under  European  conditions.  While  this 
demonstrates  the  greater  importance  of  the  highway  under 
American  conditions,  it  also  vastly  increases  the  difficulties 


of  the  problems  involved  in  the  proper  construction,  repair 
and  general  administration  of  our  road  systems. 

Our  problem  considered  as  a  national  one  is  so  big  that 
its  very  extent  is  hard  to  realize;  nevertheless  it  is  certain 
that  we  shall  in  the  near  future  build  a  very  large  improved 
road  mileage;  that  the  cost,  for  the  country  at  large,  will 
greatly  exceed  that  of  any  public  improvement  which  we 
have  ever  tackled,  not  excepting  the  Panama  Canal,  and  that 
this  large  sum  of  money  will  come  out  of  the  public  purse 
and  be  expended  through  public  officials,  and  that,  through 
such  expenditure,  if  wisely  made,  an  important  commercial 
advantage  will  ensue,  not  only  to  our  agricultural  interests, 
but  to  our  industrial  development.  The  cost,  however,  will 
be  so  great  that,  however  it  may  be  met,  it  will  prove  a 
serious  tax  upon  the  funds  which  the  nation  can  spare  for 
public  improvements.  Every  delay  in  the  completion  of  our 
road  system  will  mean  a  loss  due  to  the  prolongation  of 
conditions  that  are  already  a  serious  tax  on  many  communi- 
ties, as  witnessed  by  the  abandoned  farms  and  deserted 
fields  but  too  common  a  sight  in  our  older  states.  It  is, 
therefore,  of  double  importance  that  the  public  should  re- 
ceive the  full  value  of  every  dollar  expended  in  the  work; 
in  other  words,  that  in  planning  our  legislation  we  should 
keep  in  mind  that  the  administration  must  be  efficient.  Any 
clog  or  hindrance  unnecessarily  imposed  by  legislation  will 
prove  a  source  of  expense  and  delay.  Road  law  should  be 
simple,  clear  and  elastic.  Nothing  will  prove  more  harmful 
than  unnecessary  profusion  of  details,  superfluous  and  use- 
less checks  and  safeguards,  or  the  enactment  into  statute 
law  of  engineering  formulae.  We  have,  I  repeat,  a  difficult 
task.  For  its  proper  performance  we  need  thorough  prepar- 
ation. 

Legislation  must  be  drawn  with  this  end  in  view.  The 
work  to  be  done  must  be  carefully  planned.  The  people  are 
entitled  to  know  at  the  earliest  possible  moment  the  kind 
and  extent  of  road  system  that  it  is  proposed  to  provide;  its 
probable  cost;  that  provision  has  been  made  to  meet  this 
cost,  and  that  the  roads  to  be  built  will  be  maintained  so 
as  to  yield  the  benefit  of  the  investment  which  it  is  proposed 
to  make.  In  other  words,  the  road  system  must  be  planned 
and  the  probable  cost  of  both  construction  and  maintenance 
carefully  estimated  at  the  very  outset  and  this  work  should 
be  provided  for  by  law.  Only  when  the  data  thus  obtained 
are  available  can  a  businesslike  financial  plan  be  formulated. 
Nothing  is  so  demoralizing  to  the  force  and  hindering  to  the 
consummation  of  a  road  building  program  as  the  voting  of 
some  odd  millions  of  a  bond  issue  to  be  spent  on  a  system 
of  roads,  as  yet  unlocated,  as  to  the  cost  of  which  it  is  im- 
possible to  formulate  an  intelligent  guess  and  for  whose 
maintenance  in  condition  to  render  the  service  for  which 
they  were  designed  no  provision  has  been  made.  The  car- 
rying into  effect  of  any  carefully  planned  system  will  de- 
pend on  the  means  provided  to  meet  the  cost  of  the  work. 
When  these  are  dependent  from  year  to  year  on  the  whim 
of  legislative  bodies  and  the  demands  of  other  public  works, 
the  difficulties  of  efficient  administration  are  multiplied. 
When  to  the  uncertainty  as  to  the  amount  of  funds  avail- 
able, there  are  added  limitations  of  the  amounts  available  to 
the  certain  branches  of  work,  the  difficulties  in  the  way  of 
efficient  administration  become  insuperable.  Any  more 
wasteful  expenditure  than  the  forced  construction  of  new 
roads  when  sufficient  repair  funds  for  those  already  built 
are  lacking  is  hard   to   imagine. 

When  a  state  enters  into  an  arrangement  to  have  the 
road  work  done  by  its  political  subdivisions  there  must 
arise  complications  that  will  endanger  efficiency.  It  must 
be  borne  in  mind,  in  considering  this  matter,  that  results 
similar  to  those  obtained  in  such  states  as  I  have  above 
named  are  to  be  expected,  with  such  variations  as  are  due 
to  local  conditions,  in  other  and  less  thickly  settled  states. 
It  is  beyond  question  that,  in  a  country  without  improved 


192 


GOOD    ROADS 


October  2,  1915 


foads.  present  highway  traffic  forms  no  basis  on  which  the 
traffic  after  future  improvement  can  be  estimated.  Not  only 
will  lands  which  have  hitherto  not  repaid  the  cost  of  culti- 
vation become  productive,  but  the  character  and  amount  of 
crops  raised,  of  manufactures  produced  and  of  supplies 
needed,  will  change.  Traffic  will  flow  in  other  lines;  owing 
to  the  reduction  in  the  cost  of  highway  transport  the  dis- 
tance which  various  commodities  can  be  carried  will  ma- 
terially increase:  shipping  points  heretofore  impossible  will 
become  available.  All  of  this  will  be  governed  by  the  law 
of  demand  and  supply  whose  results  are  largely  dependent 
on  the  cost  of  transportation. 

It  is  essential  that  a  decision  should  be  reached  early  in 
the  consideration  of  the  subject  as  to  the  public  bodies  to 
be  placed  in  charge  of  the  different  classes  of  highways. 
Streets  in  thickly  inhabited  towns,  it  seems  generally  ad- 
mitted, not  only  in  this  country,  but  in  Europe,  should  be 
under  the  care  of  the  municipal  corporations.  This  seems 
the  best  practice. 

As  to  the  administration  of  country  roads,  as  distinguished 
from  streets,  it  seems  wise  to  divide  these  into  classes,  ac- 
cording to  their  importance  and  to  devolve  the  care  of  the 
rarious  classes  upon  different  governmental  bodies.  The  dif- 
ference in  organization  in  the  various  states  would  neces- 
sarily enter  into  consideration  of  this  subject.  The  present 
.  tendency  seems  to  be  to  have  the  state  take  over  the  control 
of  the  most  important  roads  and  to  turn  over  those  of  lesser 
importance  to  county  or  town  authorities  or,  in  some  cases, 
to  subdivide  these  lesser  roads  into  two  classes,  one  of  these 
to  be  cared  for  by  the  county  and  the  other  by  the  town  or 
township.  The  plan  of  allowing  the  local  bodies  such  as 
the  towns  in  New  England  and  the  counties  in  the  southern 
stales,  full  care  and  jurisdiction  over  all  public  roads  seems 
to  have  been  found  wanting.  Whatever  provision  is  adopted, 
the  roads  will  form  one  system,  traffic  will  pass  over  the 
lesser  to  the  greater  and  back  again  and  the  full  usefulness 
of  the  system  can  only  be  realized  by  insuring  that  all  parts 
shall  be  maintained  in  a  condition  of  efficiency;  in  other 
words,  good  road  service  will  require  cooperation  between 
the  public  bodies  and  officials  on  whom  will  rest  the  duty 
of  improvement  or  maintenance.  I  believe  that  all  who  have 
had  experience  on  the  subject  will  agree  with  me  that  this 
cooperation  cannot  be  left  to  the  haphazard  agreement  of 
the  parties  in  control  and  that  means  must  be  provided  to 
secure  the  much  needed  concert  of  action. 

Our  predilection  for  checks  and  safeguards  is  but  too  apt 
to  carry  us  to  extremes  in  the  enactment  into  law  of  de- 
tails that  should  be  left  to  executive  discretion.  Careless- 
ness and  haste  in  legislative  consideration  but  too  often 
results  in  needless  and  vexing  confusion.  The  absence  how- 
ever, of  provisions  for  detail  implies  and  must  rest  on  con- 
fidence in  those  to  whose  discretion  matters  of  importance 
will  be  left.  To  provide  not  only  a  head  but  the  force 
through  whom  he  must  act,  to  insure  that  in  character  and 
attainments  they  shall  hold  and  enjoy  such  confidence  and  be 
able  to  maintain  their  right  thereto,  is  by  no  means  the  least 
important  feature  of  an  ideal  road  law. 

In  the  manning  of  the  road  force  it  is  essential  that  the 
properly  qualified  individuals  should  be  chosen.  Selection 
cannot  be  made  on  the  basis  of  partisan  politics.  The 
"esprit  de  corps"  of  the  force  cannot  be  maintained  unless 
there  be  a  permanency  of  tenure  and  unless  faithful  and  suc- 
cessful work  will  bring  promotion  and  advancement.  These 
rules  should  be  applied  to  all  road  organizations,  whether 
they  be  state,  county  or  town.  The  work  will  be  a  large  one 
but  in  each  of  its  subdivisions  there  must  be  some  one  as- 
signed to  every  specific  duty,  provided  with  the  reasonable 
necessary  means  of  performing  the  same  and  held  to  a  strict 
accounubility   therefor. 

The  exact  form  of  organization  chosen  does  not  seem  a 
nutter  of  great  imporUnce,  provided  the  principle  of  respon- 


sibility is  not  overlooked.  Sinecures  are  not  only  wasteful, 
but  demoralizing.  The  whole  force  knows  at  an  early  date 
whether  or  not  the  boss  (or  the  three  bosses,  if  such  be  the 
case)  are  "on  the  job."  The  organization  must  be  worthy 
of  public  confidence  and  of  its  own.  If  it  has  this,  if  it 
takes  pride  in  its  work  and  in  its  record,  it  becomes  a 
living  force  that  can  overcome  physical  and  legislative  diffi- 
culties and  do  its  work  with  other  objects  than  quitting  time 
and  pay  day  in  sight.  Without  such  a  force,  the  best  de- 
vised forms  of  organization  will  be  but  poor  substitutes. 
Not  only  as  a  measure  of  efficiency,  but  as  an  incentive  to 
such  a  spirit  docs  the  need  of  a  thorough  and  efficient  sys- 
tem of  records  and  accounts  become  indispensable.  I  may 
be  pardoned  for  dwelling  on  this  subject. 

However  we  may  disguise  it,  the  cost  of  a  road  is  made 
up  of  three  parts:  First,  the  interest  on  the  original  cost  of 
construction,  including  the  value  of  the  right  of  way,  design, 
engineering,  etc.;  second,  the  annual  repair  or  upkeep  charge, 
and,  third,  the  making  good  of  the  deterioration  in  the 
structure  due  to  defects  that  cannot  be  remedied  as  quickly 
as  they  arrive,  and  this  figure  should  include  the  allowance 
for  obsolescence.  All  of  these  items  may  not  show  up  in 
the  yearly  tax  bill,  but  somehow  or  other  they  will  come 
out  of  the  pocket  of  the  public,  whether  contributed  as  taxes 
on  property  or  so-called  license  fees  on  vehicles. 

The  motor  vehicle  itself  has  completely  upset  the  methods 
of  carrying  highway  traffic  and  road  conditions  in  general, 
but  not  only  as  to  types  of  design  and  construction.  The 
methods  of  administration  to  meet  the  conditions  thus  cre- 
ated must  be  subject  to  change.  In  the  State  of  New  Jersey 
in  ten  years  the  motor  traffic  has  increased  something  like 
twelvefold.  It  is,  therefore,  clear  that  sufficient  time  has 
not  elapsed  to  make  the  imperfect  statistical  data  of  the 
past  of  great  value  in  laying  out  the  work  of  the  future.  It 
must  be  borne  in  mind,  too,  that  the  best  data  available,  the 
French,  is  based  upon  a  motor  vehicle  population  of  about 
.4  of  a  vehicle  per  mile  of  road,  whereas  in  New  Jersey,  in 
1915,  this  population  will  probably  exceed  5  vehicles  per  mile. 
Statistics  as  to  the  performance  of  and  cost  of  maintenance 
of  road  surfaces  under  the  tests  of  actually  known  traffic 
intensities  are  the  only  data  on  which  design  and  systems  of 
maintenance  can  be  scientifically  based.  The  gathering  of 
such  data  is  generally  beyond  the  power  and  financial  ability 
of  the  smaller  communities  and  should  be  provided  for  by  the 
general  government  or  the  various  states.  It  is  always  hard 
to  persuade  the  Legislature  of  the  necessity  of  spending 
money  for  information,  but  the  necessity  exists  and  must 
be  recognized  if  we  are  to  have  efficiency.  The  weights 
carried  over  a  road  system  and  speed  at  which  they  are 
handled  for  a  given  cost  are  the  measure  of  the  return. 
The  determination  of  a  unit  to  express  this  value  is  by  no 
means  easy  and  involves  accounting  and  statistical  work 
of  no  mean  character,  yet  the  reduction  of  the  cost  of  this 
unit  will  be  the  consideration  which  will  influence  the  flow 
and  amount  of  highway  traffic.  In  the  case  of  a  railroad, 
the  direct  cost  of  hauling  and  those  charges  necessary  for 
the  maintenance  and  upkeep  of  the  permanent  way  are  all 
paid  from  the  same  pocket  and  can  all  be  easily  referred 
to  the  unit  of  ton  or  train  mile.  In  the  case  of  the  highway, 
however,  the  cost  haulage  will  be  borne  by  unknown  private 
individuals,  while  the  cost  of  maintaining  the  permanent  way 
will  be  paid  out  of  the  public  pocket.  Good  roads  will 
reduce  the  cost  of  haulage,  increase  traffic  speeds  and  the 
cost  of  road  maintenance  and  reduce  the  total  cost  enor- 
mously. 

The  problem  is  thus  a  complicated  one  when  viewed  as  a 
general  economic  proposition.  The  need,  however,  of  an 
accurate  knowledge  of  the  cost  of  providing  good  roads 
referred  to  a  unit  expressing  the  value  of  the  return  yielded 
is  by  no  means  lessened  by  such  complication.  In  no  other 
way  can  those  responsible  for  the  proper  and  wise  expendi- 


October  2,  1915 


GOOD    ROADS 


193 


ture  of  road  moneys  satisfactorily  plan  the  work  and  in  no 
other  way  can  the  results  obtained  be  fairly  judged.  A  cheap 
construction  may  well  be  justified,  in  spite  of  high  repair 
cost,  by  low  interest  and  depreciation  charges. 

I  have  above  alluded  to  the  need  of  forecasting  the  cost 
of  road  work  and  of  providing  the  means  of  meeting  the 
same,  also  of  the  division  of  the  total  cost  of  road  transport 
between  the  public  and  the  vehicle  owner.  These  subjects 
bear  on  the  determination  of  how  the  moneys  needed  for 
road  work  are  to  be  raised.  Bonds  are  merely  means  of 
anticipating  revenues  to  be  received  in  the  future;  if  use  is 
to  be  made  of  them  the  fund  necessary  to  meet  them  at 
maturity  must  be  provided,  but  without  endangering  the 
availability  of  a  sufficient  repair  fund  or  the  depreciation 
charges  necessary  to  care  for  those  parts  of  the  work  that  will 
call  for  periodic  renewal.  The  cost  of  providing  road  ser- 
vice is  today  a  heavy  charge  on  many  communities.  The 
■value  thereof  accrues  to  the  road  user,  to  the  adjoining  prop- 
erty, to  the  locality,  to  the  state  and  to  the  nation  at  large. 
An  equitable  division  of  the  burden  is  of  vital  importance, 
but  in  such  division  the  interest  on  the  cost  of  construction 
must  be  borne  in  mind. 

I  cannot  close  in  any  better  way  than  by  summing  up  into 
a  few  conclusions  the  needed  features  of  a  road  law: 

1.  The  language  must  be  clear. 

2.  A  system  of  administration  must  be  chosen  and,  whether 
responsibility  be  centralized  or  distributed,  it  must  be  clearly 
devolved  on  the  agency  chosen. 

3.  A  careful  preparatory  study  of  the  work  should  be  pro- 
vided for  and  determination  based  thereon  of  the  program 
and  of  the  means  set  aside  to  meet  the  cost  of  the  same. 

4.  The  organization  provided  must  be  fit  for  its  work 
and  worthy  of  confidence  not  only  in  its  character  but  in 
its  ability. 

5.  It  must  be  given  adequate  powers  and  means. 

6.  It  must  render  full  account  of  its  work. 


The  Essentials  of  Proper  Laws  for 
Highway  Work 

By  A.  N.  JOHNSON 
Highway  Engineer,  Bureau  of  Municipal  Research,  New  York,  N.  Y. 

Road  legislation  is  to  be  regarded  as  the  rules  and  regu- 
lations by  which  the  construction  and  maintenance  of  hig:h- 
ways  are  to  be  carried  on.  They  provide  for  the  organiza- 
tion, defining  the  officials  and  their  powers  and  duties,  the 
procedure  to  be  followed,  the  sources  of  revenue  and  its  dis- 
tribution, together  with  regulative  acts  regarding  the  use  of 
the  roads  and  punishments  for  violations.  This  paper  neces- 
sarily can  touch  upon  one  or  two  points  only,  and  those  but 
briefly. 

Logically  Arranged  Road  Laws  Lacking. — Few  states  have 
passed  a  general  highway  law  which  has  been  considered  as 
a  whole  and  therefore  has  a  logical  arrangement.  The  near- 
est approach  to  such  are  the  highway  laws  for  New  York 
and  Illinois. 

In  general,  the  highway  laws  of  the  various  states  have 
been  developed  by  piecemeal;  amendment  added  to  amend- 
ment, laws  repealed  and  the  repealing  act  itself  repealed,  until 
amongst  the  bewildering  mass  of  words  it  is  hard  to  distin- 
guish who  is  in  authority  in  a  given  instance  or  what  the  pro- 
cedure should  be  to  accomplish  a  certain  purpose. 

To  add  to  the  confusion  the  statutes  are  full  of  special  laws 
to  enable  particular  ends  to  be  gained,  many  states  having 
special  road  laws  for  each  county,  with-  the  general  laws  of 
the  state  applying  in  so  far  as  they  do  not  conflict  with  the 
county  laws. 

Comprehensive  Re-enactment  of  Road  Law  Desir- 
able.— Thus  in  nearly  every  state  much  would  be  gained  by 
comprehensive  re-enactment  of  the  road  laws  of  the  state, 


arranging  them  in  logical  manner  and  repealing  all  existing 
laws  in  order  to  avoid  conflicts. 

But  more  than  a  mere  rearrangement  is  necessary  if  road 
legislation  is  to  be  had  that  will  meet  modern  needs. 

A  highway  law  for  a  state  should  be  passed  that  has  been 
so  carefully  considered  as  to  make  it  wholly  unnecessary  for 
the  legislature  each  year  or  two  to  tack  on  additions  or  make 
vital  changes.  Such  a  highway  law  should  provide  for  a 
proper  organization,  one  that  would  give  sufficient  power  to  a 
central  authority  to  promulgate  by  rules  and  regulations 
much  that  is  now  detailed  legislation. 

Continuity  of  Policy  Desirable. — Such  authority  should  be 
placed  with  the  State  Highway  Department  whose  organiza- 
tion, to  be  efTective,  must  be  such  as  to  secure  continuity  of 
policy  and  employment  and  retention  of  trained  highway  en- 
gineers. They  must  be  free  from  the  political  football  game. 
Skilled  technical  men  and  not  political  manipulators  thinly 
disguised  under  the  term  of  "practical  men,"  must  be  in  con- 
trol. 

The  state  department  as  here  contemplated  is  to  have  more 
than  the  control  of  merely  a  restricted  system  of  state  roads. 
It  is  to  have  general  control  of  all  the  road  work  and  the  road 
policy  of  the  state. 

If  any  proof  is  needed  that  such  central  control  is  essential 
and  that  present  road  administrative  methods  are  totally  un- 
able to  meet  modern  needs  it  is  only  necessary  to  glance  at 
most  of  the  special  legislation  for  local  road  projects. 

Local  Road  Administration  Ineflfective. — The  many  special 
laws  for  the  expenditure  of  bond  issues  indicate  clearly  the 
appreciation  of  the  inadequacy  of  the  usual  road  machinery 
to  carry  out  effectively  road  improvement  on  the  scale  that  is 
demanded  today.  The  question  that  arises  is  to  what  extent 
have  the  devices  that  have  been  substituted  for  the  regularly 
organized  road  administrative  methods  remedied  the  defects? 
Do  these  special  road  laws  and  bond  issues  provide  a  satis- 
factory solution? 

Local  Bond  Issues. — During  the  past  ten  or  fifteen  years  a 
noticeable  feature  of  road  legislation  has  been  the  provisions 
that  have  been  made  for  road  work  to  be  paid  for  by  local 
bond  issues.  There  are  few  states  where  legislation  of  this 
character  has  not  been  passed.  The  reasons  leading  up  to 
such  legislation,  which  has  involved  in  the  aggregate  hun- 
dreds of  millions  of  dollars  in  bond  issues,  is  manifestly  to  be 
ascribed  to  the  great  public  interest  and  desire  for  improved 
roads. 

Attempt  to  Provide  for  Skilled  Supervision. — The  provisions 
that  are  made  for  an  organization  to  carry  out  the  work  are 
significant.  In  a  majority  of  cases  a  special  board  of  commis- 
sioners is  created  and  complete  organization  provided;  in 
others,  while  the  regular  officials  may  have  general  control, 
they  must  employ  an  engineer  or  skilled  superintendent.  In 
every  instance  an  attempt  is  made  to  remedy  the  defects  of 
the  usual  road  machinery  by  which  no  skilled  supervision  is 
provided,  and  which  it  is  realized  is  necessary  when  the 
proposition  is  to  spend  a  comparatively  large  sum  of  money 
on  few  miles  of  road. 

This  class  of  legislation  includes  the  provisions  for  the  es- 
tablishment of  special  road  districts  and  organizations  to 
spend  particular  bond  issues.  They  vary  from  a  road  system 
for  a  county  to  the  formation  of  a  restricted  district  for  the 
improvement  of  but  a  single  road.  Usually  the  work  to  be 
done  and  the  amount  of  money  to  be  spent  are  submitted  for 
approval  to  the  electors  resident  within  the  area  from  which 
the  funds  are  to  be  raised,  many  laws  providing  that  only 
voters  who  are  property  taxpayers  are  entitled  to  vote. 

Organization  Provided  Usually  Short-Lived. — ^The  organ- 
ization provided  by  most  of  these  laws  exists  only  during  the 
period  of  construction.  Thus  the  skilled  control  which  these 
special  laws  secure  in  a  varying  degree,  at  most  extends  but  a, 
short  period. 


194 


GOOD    ROaDS 


October  2,  1915 


Beyond  providing  means  for  raising  revenue  and  the  ma- 
ckinery  for  expending  the  same,  little  or  no  thought  has  been 
given  them.  No  provision  is  made  for  continuing  mainte- 
nance. No  fixed  income  is  provided  on  which  to  make  plans 
for  future  work.  No  definite  information  is  collected  on 
which  to  base  estimates  for  such  an  income.  Long-term 
bonds  are  thoughtlessly  voted  for  short-lived  structures.  The 
simplest  fundamental  economic  principles  are  violated  with- 
out giving  them  a  thought. 

To  be  sure,  the  selection  of  roads  to  be  improved  is  gen- 
erally good  in  so  far  as  they  are  roads  locally  well  traveled. 
This  is  more  apt  to  be  true  in  those  cases  where  the  road 
district  is  of  considerable  area  than  where  the  proposition  is 
for  the  improvement  of  but  a  single  stretch  of  road,  in  which 
case  it  frequently  happens  that  many  in  a  community  not 
immediately  concerned  in  the  road  in  question  are  ta.xed  for  a 
portion  of  its  cost. 

It  is  to  be  seen  that  grave  defects  exist.  Due  to  the  tem- 
porary character  of  the  organization  brought  into  existence 
little  or  no  study  can  be  made  of  the  situation,  and  what  is 
most  serious  no  adequate  provision  is  made  for  the  upkeep  of 
the  roads  that  are  constructed.  These  special  roads  are  us- 
ually of  quite  a  different  type  of  construction  from  the  ordi- 
nary roads  of  the  neighborhood  but  are  nevertheless  turned 
over  to  the  care  of  local  road  ofRciak. 

Road  Development  Requires  Broad  Study. — Proper  road 
development  today  requires  the  careful  consideration  of  eco- 
nomic conditions  over  a  comparatively  wide  area.  There 
must  be  a  careful  study  made  to  secure  a  road  system  such  as 
will,  when  completed,  meet  the  traffic  needs  and  for  the  con- 
struction of  which  a  carefully  considered  plan  for  the  distri- 
bution of  cost  has  been  worked  out. 

The  spasmodic  and  localized  road  improvement  attempts 
can  fit  into  such  a  scheme  only  by  accident.  Sometimes  the 
wrong  road  is  chosen;  other  times  it  is  not  properly  dimen- 
sioned; but  in  any  event  little  or  no  thought  is  given  to  the 
part  the  road  will  play  in  a  comprehensive  road  development 
plan. 

More  often  error  is  found  in  the  type  of  construction  se- 
lected. With  so  many  kinds  of  construction,  each  calling  for 
special  materials,  all  of  which  are  actively  advertised,  the 
result  frequently  is  the  adoption  of  a  type  of  pavement  which 
represents  not  what  is  best  for  the  road  but  what  company 
employed  the  most  persuasive  salesman. 

Bad  Engineering  Practices. — It  might  be  thought  that  as 
most  of  these  laws  usually  provide  for  the  employment  of  an 
engineer  supposed  to  be  skilled  in  road  construction,  there 
could  be  no  serious  blunder  made  as  to  the  type  or  manner 
of  building  the  road. 

Due  however  to  the  essentially  temporary  character  of  the 
employment  afforded  and  to  a  lack  of  understanding  in  the 
minds  of  the  people  generally  as  to  the  necessity  for  securing 
high  grade  service,  there  have  arisen  practices  by  which 
apparently  some  small  saving  is  made  but  which  prove  most 
wasteful. 

The  shrewd,  careful  men  usually  selected  to  have  adminis- 
trative control  of  these  special  road  enterprises  have  had  no 
experience  whatever  in  road  construction  work  and  believe 
they  pursue  a  very  commendable  course  when  they  auction 
off  the  engineering,  giving  it  to  the  engineer  who  will  take 
the  job  for  the  least  money.  This  short-sighted  policy,  sav- 
ing perhaps  a  few  hundred  dollars,  costs  the  taxpayers  paying 
for  the  special  work  many  thousands  of  dollars  thio.ugh  the 
honest  but  misguided  management  of  the  men  selected  to 
safeguard  their  interests. 

The  selection  of  the  proper  type  of  road  is  far  more  of  a 
scientific  problem  today  than  it  was  twenty  years  ago.  The 
changed  traffic  conditions  which  make  it  difficult  to  select  the 
tjrpe  of  road,  make  it  also  impossible  when  determining  the 
roads  to  be  improved,  to  consider  but  a  small  area. 

Conclusions.— It  is  evident  that  if  a  locality  is  to  bond  itself 


for  road  construction  the  greatest  benefit  can  accrue  to  such 
locality  only  if  it  chooses  wisely  both  as  to  the  location  and 
the  character  of  the  work  to  be  done.  These  questions  re- 
quire broad  experience,  and  local  effort  has  not  been  equal  to 
the  task.  There  must  be  provided  by  the  state  a  department 
capable  to  advise  and  direct  localities  and  with  authority  to 
prevent  unwise  expenditures  as  well  as  to  supervise  necessary 
improvements. 

If  the  proper  administrative  methods  are  to  be  made  pos- 
sible there  must  be  abolished  a  vast  number  of  small  inde- 
pendent units  which  now  exist,  with' their  horde  of  minor 
officials  selected  by  ballot. 

In  general  there  must  be  reposed  in  a  central  state  depart- 
ment power  to  make  rules  and  regulations  which  now  consti- 
tute a  great  bulk  of  legislative  enactment,  too  often  the  re- 
sults of  trading  and  political  expediency. 

The  central  authority  should  be  charged  with  the  develop- 
ment of  policies  for  the  expenditure  of  all  road  revenues. 
Such  a  department  to  be  effective  must  be  freed  from  political 
manipulation  and  skilled  men  retained  in  control  so  that  a 
continuing  policy  may  be  possible. 

Road  work  is  no  longer  a  neighborhood  concern  and  can 
not  successfully  be  so  administered  but  must  be  controlled  by 
a  properly  organized,  strong  central  authority. 


Highway   Indebtedness:     Its   Limitation  and 
Regulation 

By  NELSON  P.  LEWIS 
Chief  Engineer,  Board  of  Estimate  and  Apportionment,  New  York,  N.  Y. 

Debt  may  properly  be  incurred  by  individuals  or  corpora- 
tions when  there  is  need  for  something  of  such  value  that  its 
acquisition  is  justified  even  though  the  cash  to  pay  for  it  is 
not  at  hand.  The  justification  must,  however,  be  predicated 
upon  benefit  which  will  be  permanent,  or  which  will  at  least 
extend  over  a  period  of  years,  and  also  upon  the  ownership 
of  unencumbered  property,  or  sources  of  income  which  may 
be  depended  upon  to  provide  the  interest  on  the  debt  and  its 
liquidation  at  maturity.  In  the  case  of  individuals  their  earn- 
ing capacity  may  be  relied  upon  to  provide  the  funds  to  care 
for  such  debt;  in  the  case  of  business,  public  service,  or  indus- 
trial corporations,  increase  of  business  or  output  made  pos- 
sible by  enlarged  facilities  may  be  expected  to  provide  such 
means;  in  the  case  of  state  or  municipal  corporations  the 
power  to  levy  taxes,  either  direct  or  indirect,  is  their  only 
recourse.  Some  undertakings  of  the  last  named  corporations, 
such  as  the  development  of  a  water  supply  system,  will  pro- 
vide an  income  which  will  care  for  the  debt.  Others  which 
have  as  their  purpose  the  protection  of  public  health,  educa- 
tion, or  recreation,  will  produce  no  direct  revenue,  and  the 
debt  incurred  must  be  provided  for  by  taxation. 

Highway  improvements,  whether  in  rural  or  urban  dis- 
tricts, whether  under  the  control  of  state,  county  or  town,  will 
produce  no  direct  revenue.  Some  of  them  are  almost  entirely 
of  general  benefit,  others  will  involve  considerable  local  bene- 
fit, and  still  others,  especially  in  large  urban  districts,  will  be 
of  almost  exclusively  local  benefit.  In  rural  districts  the 
mileage  of  roads  is  great  in  proportion  to  the  number  of 
abutting  owners,  and  the  cost  of  their  improvement  is  very 
large  in  comparison  with  the  value  of  the  property  served  by 
them.  Where  land  is  productive  and  intensively  cultivated 
and  where  markets  or  transportation  lines  to  markets  are 
accessible,  the  cost  of  road  improvement  will  be  compensated 
for  by  the  lessened  expense  of  hauling  due  to  the  possibility 
of  greater  loads  and  better  speed.  Where  land  is  unpro- 
ductive, population  sparse,  and  traffic  light,  the  expense  of 
better  roads  is  beyond  the  means  of  the  district.  In  either 
case  traffic  is  principally  local  and  the  township,  county  or 
state  was  not  formerly  disposed  to  bear  the  cost  of  better- 
ments which  did  not  promise  to  be  of  advantage  to  the  entire 


October  2,  1915 


GOOD    ROADS 


195 


political  unit.  The  advent  of  the  motor  vehicle  has  changed 
these  conditions.  Urban  population  has  spread  into  the  rural 
districts,  improved  methods  of  agriculture  with  better  re- 
turns, both  in  quantity  and  prices,  have  placed  the  motor  car 
within  the  reach  of  the  rural  population,  and  demands  for 
general  highway  improvement  have  become  insistent  and  irre- 
sistible. The  first  response  to  this  demand  was  through  state 
aid,  the  cost  of  road  improvement  being  divided  between  the 
state,  the  county  and  the  township,  and  in  some  cases,  the 
abutting  land  owners.  The  tendency  has  been  to  consider 
such  improvements  more  and  more  as  of  general  benefit  and 
less  and  less  a  local  obligation  until  the  state  itself  now  as- 
sumes the  larger  part  of  the  burden.  Whetlier  this  work 
should  be  undertaken  and  paid  for  by  the  state  without  local 
contribution  is  at  least  a  debatable  question. 

In  towns  a  few  blocks  of  a  single  street  can  be  improved 
at  a  time  and  the  benefit  to  the  property  is  immediate.  In 
developing  a  county  or  state  system  of  improved  highways 
such  slowly  progressive  improvement  will  not  answer  the 
purpose.  The  value  of  the  system  is  directly  dependent  upon 
its  completeness  and  the  time  within  which  the  entire  system 
can  be  provided.  This  means  a  large  expenditure  within  a 
period  too  brief  to  permit  it  to  be  raised  by  general  taxation 
and  resort  must  be  had  to  a  loan  and  that  means  a  highway 
debt.  This  seems  a  very  easy  way  to  secure  so  desirable  an 
end,  but  the  great  danger  is  that  the  issue  of  bonds  will  not 
be  governed  by  the  conservative  policies  which  are  usually 
followed  by  individuals  or  business  corporations  which  real- 
ize the  seriousness  of  such  obligations. 

The  use  of  bonds  by  a  state,  county  or  town  is  justifiable 
only  when,  and  to  the  extent  to  which,  the  benefit  will  be 
general.  To  impose  upon  the  public  at  large  a  burden  of 
taxation  for  a  term  of  years  when  the  benefit  will  be  chiefly 
local  is  obviously  unjust,  but  conceding  that  a  complete  sys- 
tem of  improved  highways  is  of  general  benefit  to  the  county 
or  state,  and  the  local  benefit  is  so  small  as  to  make  a  direct 
assessment  impracticable,  there  still  remains  the  question  as 
to  how  the  necessary  funds  shall  be  raised.  It  is  assumed 
that  a  loan  will  be  resorted  to  and  bonds  will  be  issued.  The 
question  is,  shall  they  be  for  long  terms,  or  short  terms,  cor- 
responding with  the  estimated  life  of  the  improvement,  or 
serial  bonds.  There  has  been  a  disposition  to  issue  bonds  for 
long  periods,  frequently  for  fifty  years.  For  such  part  of  the 
work  as  is  really  permanent,  such  as  the  widening  or  straight- 
ening of  old  roads,  or  the  improvement  of  their  grades,  this 
may  be  proper,  but  for  that  part  of  the  work  which  will  be 
short  lived,  such  as  the  wearing  surface  of  the  roads,  a  long 
loan  cannot  be  justified. 

With  interest  at  four  per  cent  the  total  interest  payments  on 
50-year  bonds  will  be  twice  the  actual  cost  of  the  work.  The 
annual  amortization  charges  for  50  years  on  a  three  per  cent 
basis  would  be  0.89  per  cent,  so  that  for  every  $1,000  of  orig- 
inal cost  the  state  or  the  city  would  pay  $2,445,  but  the  road- 
way surface  will  have  worn  out  long  before  the  expiration  of 
the  50-year  period,  yet  the  public  at  large  will  keep  on  paying. 
If  this  apparently  easy  way  of  meeting  the  cost  of  highway 
improvement  is  once  begun  it  is  likely  to  be  continued,  and 
even  to  be  applied  to  meeting  the  cost  of  replacing  worn-out 
surfaces.  There  are  many  cases  where  pavements  on  country 
roads  and  city  streets  will  not  last  more  than  ten  years,  and 
if  this  policy  of  financing  is  continued  the  public  will,  after 
forty  years,  be  paying  for  five  diflferent  road  surfaces,  of 
which  four  will  have  entirely  disappeared,  and  the  annual 
expense  during  the  decade  from  forty  to  fifty  years  after  the 
original  improvement  was  made  will  be  24.25  per  cent  of  its 
original  cost.  These  estimates  relate  only  to  the  wearing 
surface  itself  and  not  to  the  more  permanent  portion  of  the 
work  which  will  have  a  life  much  greater  than  ten  years. 

.Short  term  bonds  when  issued  for  highway  improvement 
may  1)e  generally  considered  as  those  whose  term  will  approx- 
imately correspond  with  the  life  of  the  improvement,  so  that 


the  road  will  not  be  worn  out  before  it  is  completely  paid  for. 
Some  portions  of  the  work  will  last  longer  than  others,  and 
bonds  which  will  correspond  in  their  terms  with  the  average 
life  of  the  improvement  may  properly  be  considered  short 
term  bonds.  In  the  case  of  a  highway  improvement  which  is 
to  be  entirely  paid  for  by  bond  issue,  if  20  per  cent  of  the  cost 
is  represented  by  such  expense  as  widening,  grading,  and  sub- 
stantial culverts,  that  portion  may  be  considered  permanent 
and  50  years  would  not  be  an  unreasonable  time  in  which  to 
pay  for  it;  if  20  per  cent,  is  for  curbing  and  for  gutter  paving, 
which  might  be  expected  to  last  for  20  years,  bonds  issued  for 
a  corresponding  term  for  this  part  of  the  work  would  be  fair 
and  reasonable;  if  the  road  surface  represented  the  remaining 
60  per  cent,  of  the  cost  and  the  surface  would  require  replacing 
in  ten  years,  it  would  be  unwise  to  borrow  the  money  to  pay 
for  that  part  of  the  work  for  a  longer  period.  The  average 
life  of  the  entire  improvement  might  in  such  a  case  be  con- 
sidered 20  years,  and  it  might  therefore  be  considered  proper 
to  issue  20-year  bonds  to  pay  for  it.  There  is  a  fallacy,  how- 
ever, in  this  argument,  as  the  interest  and  amortization 
charges  will  be  constant  for  the  entire  20-year  period,  not- 
withstanding the  fact  that  the  part  of  the  work  representing 
60  per  cent,  of  the  total  cost  will  have  been  worn  out  in  half 
that  time,  although  there  will  still  remain  a  portion  represent- 
ing 20  per  cent,  of  the  total  cost  which  will  last  for  at  least  30 
years  after  it  is  entirely  paid  for.  A  more  conservative  plan 
would  therefore  be  to  limit  the  bonds  for  an  improvement  of 
the  kind  described  to  15  years.  As  the  terms  of  the  bonds  are 
shortened  the  total  annual  expense  grows  impressively  larger, 
but  it  must  be  remembered  that  there  is  less  overlapping  of 
the  different  issues,  and  after  this  policy  of  paying  for  high- 
way improvements  by  bond  issues  has  been  followed  for  a 
period  corresponding  with  the  term  of  the  bonds  the  total 
amount  to  be  provided  to  care  for  the  outstanding  debt  will 
be  considerably  less  in  the  case  of  the  short  term  bonds.  For 
instance,  if  a  constant  sum  of  $1,000,000  a  year  were  borrowed 
for  highway  improvements  and  if  SO-year  bonds  were  issued 
for  the  purpose,  at  the  end  of  SO  years  there  would  be 
$50,000,000  of  these  bonds  outstanding.  During  this  time  the 
annual  interest  and  amortization  charge  would  gradually  in- 
crease until  it  reached  $2,445,000,  when  it  would  remain  con- 
stant. If,  however,  the  funds  were  raised  by  the  issue  of 
10-year  bonds  there  would  be  $10,000,000  outstanding  at  the 
end  of  ten  years,  during  which  time  the  annual  interest  and 
sinking  fund  charges  would  increase  until  at  the  tenth  year 
they  would  reach  $1,322,000,  when  they  would  remain  con- 
stant. Under  the  latter  policy  there  would  at  the  end  of  fifty 
years  be  an  annual  saving  to  the  taxpayers  of  $1,123,000.  It 
may  be  said  that  these  periods  are  so  long  that  such  a  dis- 
cussion is  academic,  but  street  and  road  improvements  are 
going  to  continue  for  an  indefinite  time;  our  states  and  cities 
hope  to  remain  solvent  and  must  meet  their  financial  obliga- 
tions and  debts  of  this  kind  must  be  paid  in  full,  so  that  the 
actual  facts  should  be  squarely  faced. 

To  distribute  the  cost  of  street  or  road  improvements 
over  a  term  of  years,  and  at  the  same  time  to  avoid  the 
necessity  of  accumulating  large  sinking  funds  which  return 
a  small  rate  of  interest,  resort  is  frequently  had  to  serial 
bonds.  In  this  case  provision  must  be  made  for  retiring 
a  certain  part  of  the  issue  each  year  and  for  interest  on  the 
bonds  which  remain  outstanding.  If  $1,000,000  of  four  per 
cent,  bonds  are  issued  in  serial  form,  $50,000  falling  due  each 
year,  the  provision  which  must  be  made  to  care  for  the  bonds 
to  be  retired  and  the  interest  on  those  outstanding  will  be 
as  follows: 

1st   year $90,000 

6th     "       80,000 

15th     "       62,000 

20th    "       52,000 

One  advantage  of  this  plan  is  that  as  part  of  the  work  is 
worn  out  and  the  value  of  the  improvement  becomes  less 


196 


GOOD    ROADS 


October  2,  1915 


there  is  a  corresponding  reduction  in  the  annual  burden.  It 
is  important,  however,  that  the  series  shall  be  so  arranged 
that  the  amount  outstanding  at  any  time  shall  not  exceed 
the  actual  value  of  the  original  improvement  at  that  time. 
When  serial  bonds  are  issued  in  such  a  manner  that  the  last 
bond  will  not  be  retired  for  a  long  term  of  years  or  a  term 
far  in  excess  of  the  probable  life  of  a  large  portion  of  the 
work  the  plan  is  uneconomic  and  pernicious.  A  striking  ex- 
ample of  the  abuse  of  the  serial  bond  is  afforded  by  the  case 
of  two  towns  now  a  part  of  New  York  City,  which,  in  1868, 
secured  legislative  authority  to  improve  a  highway  passing 
through  both  of  the  towns  and  to  issue  serial  bonds.  As 
these  bonds  were  actually  issued  the  last  bond  of  one  of  the 
towns  will  fall  due  in  1980,  and  the  last  bond  of  the  other 
town  will  not  mature  until  the  year  2147. 

It  might  be  feared  that  serial  bonds  ,would  not  command 
as  good  a  price  as  would  those  running  for  a  longer  term, 
but  at  a  recent  offering  of  a  large  number  of  New  York  City 
bonds  the  bids  received  for  serial  bonds,  then  offered  for  the 
first  time  by  that  city,  actually  exceeded  the  price  offered 
far  SO-year  bonds,  both  bearing  the  same  rate  of  interest. 
It  is  possible  that  present  financial  conditions  render  a  more 
liquid  asset  desirable,  but  the  fact  that  the  prices  bid  tor 
serial  bonds  were  better  than  those  for  long  term  bonds  was 
a  surprise. 

The  space  alloted  to  this  paper  does  not  permit  further 
discussion  of  this  important  subject.  Unless  state  and 
municipal  authorities  show  a  disposition  to  limit  the  terms 
of  their  obligations  more  nearly  to  the  life  of  improvements 
for  which  they  are  to  pay,  it  will  probably  be  necessary  to 
adopt  a  plan  somewTiat  similar  to  that  followed  in  Great 
Britain,  where  no  obligations  may  be  issued  by  any  state, 
town  or  county  authorities  until  there  shall  have  been  sub- 
mitted to  the  Local  Government  Board  a  precise  statement 
showing  the  character  of  the  improvement,  its  probable  life 
and  its  estimated  cost,  when  this  board  will  determine  the 
amount  of  the  bonds  which  may  be  issued  and  the  terms  for 
which  they  may  run,  the  purpose  being  to  ensure  the  ex- 
tinguishment of  the  debt  within  a  period  which  is  less  than 
the  life  of  the  improvement. 


The  Determination  of  the  Justifiable  Outlay 
for  Specific  Cases  of  Highway  Improvement 

By  CLIFFORD  RICHARDSON 
ConsuJtinx  En(jnecr,  New  York,  N.  Y. 

In  opening  a  discussion  of  this  very  broad  subject,  which 
may  be  made  to  cover  the  entire  field  of  road  construction, 
both  from  a  structural  and  economic  point  of  view,  some 
limitation  must  be  set  upon  those  points  in  connection  with 
the  question  which  may,  in  the  limited  time  at  my  disposal, 
be  taken  up.  I  shall  confine  myself,  therefore,  to  that  field 
of  the  justifiable  outlay,  and  the  care  necessary  in  making  it, 
in  connection  with  highways  carrying  heavy  travel,  or  more 
than  the  average  amount,  and  to  bituminous  forms  of  con- 
•tmction. 

The  justifiable  outlay  in  the  construction  of  a  road  is  a 
function  of  the  travel  which  it  is  called  upon  to  carry,  and 
this  necessarily  implies  the  adaptation  of  the  form  of  con- 
struction to  the  load  to  be  sustained,  the  frequency  of  it  and 
the  ipeed  with  which  it  proceeds.  There  is  no  rule  that  can 
be  applied  to  such  a  situation.  Each  case  must  be  consid- 
ered and  decided  upon  its  merits. 

The  justifiable  outlay  should  be  one  that  will  give  an 
adequate  return,  under  the  service  to  which  the  surface 
I.  to  be  subjected.  It  should  be  one  that  service  tests  have 
demonstrated  will,  with  proper  maintenance,  accomplish  an 
economical  result. 

The  justifiable  outlay  must  not  be  looked  upon  from  the 
point   of  view   of   first   cost   alon?,   but   Pf   first   cost   plus 


maintenance  during  the  life  of  the  surface,  the  cost  of  the 
surface  and  not  that  of  the  entire  road  upon  which  it  is 
to  be 'placed.  Money  expended  in  original  construction  of 
a  permanent  nature,  such  as  drainage  and  foundations,  must 
be  regarded  as  a  lasting  investment,  if  properly  done,  which 
is  too  often  not  the  case,  and  differentiated  from  that  of  the 
surface  which  must  be  renewed  from  time  to  time. 

The  general  answer  to  the  question  which  is  to  be  con- 
sidered is:  Pay  enough  to  obtain  a  road  which  experience 
has  shown  will  serve  under  the  conditions  which  it  is  called 
upon  to  meet.  Such  a  form  of  construction  for  heavy  travel 
cannot  be  obtained  with  inferior  materials  or  for  a  low 
price.  Service  tests  of  roads  subjected  to  similar  conditions 
are  the  best  criterion  for  guidance.  They  are  the  only 
means  of  determining  the  value  of  any  form  of  construction. 
Time  is,  necessarily,  an  element  in  obtaining  data  of  this 
description.  Tried-out  forms  of  construction,  and  materials 
of  construction  used  therein,  are,  therefore,  the  best  evidence 
of  how  a  road  should  be  built  in  the  future.  Unfortunately, 
too  often  the  proper  lesson  is  not  learned  from  such  ex- 
perience. 

A  justifiable  outlay  may  be  said,  therefore,  to  be  a  sum 
which,  when  skillfully  and  honestly  applied,  will  accomplish 
a  result  which  is  satisfactory  from  the  point  of  view  of 
economy  and  utility.  It  must  be  regulated  by  the  traffic, 
and  the  expected  traffic,  which  the  road  will  be  called  upon 
to  carry. 

Individual  cases  should,  of  course,  be  treated  in  different 
ways.  A  main  artery  requires  a  type  of  surface  correspond- 
ing to  a  city  pavement,  and  such  a  form  of  construction 
will  be  essentially  the  most  economical  in  the  future.  Any 
road  surface  affords  very  little  service  unless  it  is  supported 
on  a  proper  foundation,  and  eventually  it  will  be  more 
economical  to  construct  this  of  Portland  cement  concrete 
than  to  temporize  with  the  matter.  Such  a  foundation  may 
be  looked  upon  as  an  investment  which  will  give  a  return 
for  a  long  period  of  years. 

The  secret  of  successful  road  construction,  to  meet  heavy 
travel,  lies  in  proper  design,  proper  construction  or  execu- 
tion of  the  design,  and  the  use  of  tried-out  materials,  but, 
more  than  this,  the  economy  of  any  method  of  construction 
is  dependent  largely  on  the  manner  in  which  it  is  main- 
tained. 

Little  that  is  new  can  be  said  on  the  subject  of  bituminous 
highway  construction,  except  to  apply  the  conclusions  derived 
from  actual  service  tests,  which  are  now,  in  some  instances, 
about  seven  years  old  as  relating  to  modern  types,  but  a 
realization  of  the  important  points  can  only  be  accomplished 
by  reiteration.  Improper  principles  of  construction  are  often 
inherited  from  the  customs  of  previous  years,  and  there  is 
great  difficulty  in  getting  avyay  from  old  and  long  estab- 
lished prejudices  and  specifications,  and  the  desire  to  build 
the  largest  mileage  for  the  least  money.  This  is  well  il- 
lustrated, as  examples,  by  experience  in  the  paving  of  our 
city  streets  with  wood  and  asphalt  blocks.  Although  it 
has  been  demonstrated  in  England  for  years  that  a  wood 
block  should  be  placed  directly  on  a  smooth  concrete  surface 
and  cemented  thereto  with  coal-tar  so  as  to  prevent  the  en- 
trance of  water  at  the  bottom  of  the  block,  the  method  of 
construction  in  use  in  this  country  which  permits  of  the 
infiltration  of  water,  is  still  employed.  The  same  can  be 
said  of  our  asphalt  block  pavements  which  are  so  laid  that 
there  is  no  bond  between  the  surface  and  the  foundation, 
the  result  being  that  the  blocks  are  badly  displaced  under 
our  modern   motor  travel. 

Work  which  has  been  demonstrated  by  service  tests  to  be 
satisfactory  should  be  imitated  if  the  best  results  are  desired. 
Years  ago,  when  the  writer  took  up  the  construction  of  sheet 
asphalt  pavements,  the  lines  of  procedure  were  based  upon 
the  study  of  those  surfaces  in  various  localities  which  had 
proved  the  most  satisfactory. 


October  2,  1915 


GOOD    ROADS 


197 


The  evidence  derived  from  tliis  study  offered  a  basis  for 
our  modern  ideas  of  how  work  of  this  type  should  be  suc- 
cessfully done,  and  there  is  no  reason  why  similar  principles 
should  not  be  applied  to  road  construction.  We  should 
study  those  road  surfaces  which  have  given  the  most  satis- 
factory results  and  the  most  adequate  return  for  the  money 
expended  upon  them  and  imitate  the  principles  employed 
in  their  construction  in  future  work.  The  most  valuable  in- 
ference can  thus  be  drawn  from  past  experience. 

The  greatest  enemy  of  good  road  construction  is  the 
desire  to  get  something  at  a  price  inadequate  to  meet  the 
conditions  imposed.  Any  expenditure  is  justifiable  which 
is  necessary  to  meet  such  conditions  and  give  satisfaction. 
It  is  an  economy  in  the  end. 

It  has  been  stated  by  the  Massachusetts  Highway  Com- 
mission that  the  cost  of  maintenance  on  the  heavier  traveled 
roads  in  that  state  has  reached  $1,000  per  mile  per  annum. 
If  the  life  of  a  road  surface  is  assumed  to  be  ten  years  it 
is  evident  that  half  of  the  sum  necessary  for  maintenance 
during  this  period,  if  expended  in  the  original  construction, 
would  be  a  true  economy  and  one  which  would  yield  an 
adequate  return.  There  is  ample  evidence  that  an  additional 
expenditure  of  10  to  20  cts.  per  sq.  yd.  for  the  original 
cost  of  construction  of  a  road  with  the  best  material,  will 
generally  be  found  to  give  more  than  an  adequate  return 
in  the  reduction  of  the  cost  of  maintenance  during  the  period 
of  the  life  of  the  road. 

The  greatest  enemy  of  good  road  construction  lies,  without 
doubt,  in  original  economies.  The  satisfactory  nature  of  any 
form  of  road  construction  is  not  to  be  determined  by  its 
original  cost,  but  is  only  demonstrated  by  the  travel  which 
it  has  carried  during  the  period  of  its  existence  and  the 
amount  of  service  obtained  from  it. 

In  considering  the  economies  of  road  construction  to  sus- 
tain heavy  travel,  the  following  points  should  be  given  care- 
ful attention: 

(a)  Permanent  features  of  construction: 

1.  Subsoil  foundations. 

2.  Drainage. 

3.  Adequate  foundations  for  the  surface. 

4.  Adequate   lateral   support. 

5.  Properly  proportioned  thickness  for  the  several 
courses. 

(b)  Surface  construction: 

1.    The  use  of  materials  and  form  of  construction  demon- 
strated, by  previous   experience  and   service  tests,   to 
be  satisfactory,  and  to  give  an  adequate  return  for  the 
money  expended. 
Experience   has   shown    that   danger   in    road   construction 
lies  in: 

1.  False  economies  in  original  design. 

2.  Bad  or  inferior  workmanship. 

3.  Awarding  the  contract  universally  to  the  lowest 
bidder. 

4.  Unsatisfactory  execution  of  the  work  due  to  lack  of 
intelligent  control  on  the  part  of  supervising  en- 
gineers. 

5.  Neglect  of  careful  study  of  individual  problems  of 
construction  and  of  successful  work  under  similar  con- 
ditions. 

6.  The  influence  of  mercenary  and  political  motives,  and 
finally,  and  of  most  importance. 

7.  Neglect  of  proper   maintenance. 

In  conclusion  it  may  be  said  that  the  justifiable  outlay  for 
road  construction  should  be  based  on  the  results  to  be  ex- 
pected as  demonstrated  by  previous  service  tests  of  various 
forms  of  construction.  It  is  a  question  of  economies  as  well 
as  of  engineering,  a  question  of  how  to  get  an  adequate  re- 
turn for  the  money  expended.  This  will  not  be  attained  by 
any  of  the  cheaper  forms  of  road  construction  in  most  cases. 
The  passion  for  economy,  which  is  so  universal  today,  owing 


to  the  desire  to  build  a  large  mileage  of  road  with  the  money 
available,  is  jjlainly  being  over-done. 

Thousands  of  dollars  are  now  thrown  away  on  forms  of 
road  construction  which  can  give  no  adequate  return  for  the 
expenditure. 


Organization  and  System  in  Highway  Work 

By  AUSTIN  B.  FLETCHER 
Highway  Engineer,  California  Highway  Commission 

It  goes  without  saying  that  no  highway  department — 
municipal,  county,  state  or  national — can  exist  successfully 
without  organization  and  system;  but  it  is  equally  obvious 
that  no  general  system  can  be  set  up  which  will  be  work- 
able in  all  such  jurisdictions,  or,  in  fact,  which  will  be  gen- 
erally applicable  to  all  departments  of  the  same  sort  of  juris- 
diction. The  laws  and  customs  differ  so  greatly  in  different 
localities  that  for  that  reason  alone  it  is  not  possible. 

The  prime  essential  in  any  highway  department  is  a  force 
of  loyal,  able  servants  of  the  public  who  are  willing  and 
ready  to  submerge  self-interest  and  to  perform  real,  con- 
scientious service  for  the  public.  No  corporation,  public  or 
private,  can  long  exist  if  the  attainment  of  personal  credit 
is   the   chief  aim  of  its  officers  and  employees. 

The  essential  next  in  importance,  in  my  opinion,  is  a  rigid 
establishment  of  responsibility  for  the  various  acts  of  the 
department. 

It  is  true  that  a  small  highway  department  can  often  be 
managed  fairly  successfully  without  many  rules  and  with 
little  formality  or  system,  depending  much  upon  the  personal 
characteristics  of  the  head  of  the  department;  but  in  the 
case  of  the  great  state  departments  charged  with  the  re- 
sponsibility of  expending  wisely  large  sums  of  the  money 
of  the  people  such  an   easy-going  plan  is  unthinkable. 

In  the  large  highway  departments  every  official  and  em- 
ployee, from  the  top  down,  should  have  his  duties  and  re- 
sponsibilities fixed'  as  closely  as  it  is  possible  to  fix  them, 
and  it  is  one  of  the  principal  duties  of  the  executive  officer 
to  see  that  each  employee  under  him  stays  in  his  own  corral. 
I  would  not  like  to  be  understood  as  meaning  that  there 
is  not  room  for  friendships  and  consultations  among  the 
employees  and  between  the  employees  and  the  head  of  the 
department,  for  I  believe  that  anything  which  will  promote 
good  fellowship  or,  if  you  will,  "esprit  de  corps"  in  the  de- 
partment should  be  encouraged.  All  machinery,  human  or 
otherwise,  requires  a  proper  amount  of  lubrication  to  make 
it  effective;  but  if  the  several  parts  of  a  machine  are  not 
properly  designed,  adjusted  and  made  of  the  right  sort  of 
stuff  no  amount  of  oil   will  prevent   friction. 

In  most  of  the  state  highway  departments  of  which  I  have 
knowledge  the  head  consists  of  three  commissioners,  usually 
appointed  by  the  Governor  of  the  state.  If  the  department 
has  merely  to  carry  on  the  orders  of  the  Legislature,  sup- 
posing that  that  body  has  defined  the  roads  which  are  to 
be  built  and  left  no  choice  as  to  their  locations.  I  can  see 
no  necessity  for  more  than  one  commissioner.  Usually, 
however,  the  Legislature  does  not  fix  the  routes  with  any 
degree  of  accuracy  and  the  department  must  make  selec- 
tions. The  selection  of  routes  is  not  an  easy  task,  since  the 
people  have  many  ideas  as  to  where  the  roads  should  be 
placed  and  many  ingenious  arguments  to  present  in  support 
of  their  desires.  In  such  an  event  three  "commissioners  are 
none  too  many.  But  if  the  department  has  only  to  build 
and  maintain  roads,  a  single-headed  department  can  doubt- 
less work  faster  and  more  efficiently  to  use  that  much  over- 
worked word. 

The  tendency  of  the  times  is  toward  placing  all  public 
employees  under  civil  service.  This  has  developed  some 
awkward  features  and  I  have  no  doubt  that  the  public  has 
sometimes  paid  more  for  its  highway  work  because  of  civil 


ise 


GOOD    ROADS 


October  2,  1915 


service  than  without  it.  There  are  unavoidable  delays  in 
securing  employees  which  are  doubtless  reflected  in  the  cost 
oi  the  work,  and  employees  have  probably  been  retained, 
bccaase  of  civil  service  rules,  who  would  have  been  dis- 
charged under  other  conditions. 

1  believe,  however,  after  an  experience  of  many  years,  that 
the  personnel  ot  a  department  under  civil  service  control 
will  average  much  greater  in  efticiency  than  under  the  older 
plan  of  appointment  and  retention  because  of  political  influ- 
ence; and  1  have  noticed  no  lack  of  "esprit  de  corps"  trace- 
able to  the  civil  service  idea.  The  new  plan  now  proposed  in 
California  of  retaining  employees,  when  the  forces  must  be 
reduced  in  number,  on  the  basis  of  ability  and  with  little 
regard  for  seniority  will  correct  one  of  the  difficulties. 

When  a  new  highway  department  is  about  to  be  organized, 
a  business  system  must  be  developed  to  carry  on  the  work 
eflfectively.  Many  engineers  and  commissioners  are  able  to 
set  up  such  a  system,  but  in  these  days  of  experts  in  all  lines 
of  human  endeavor  it  is  much  easier  and  usually  better  to 
call  in  a  "business  systematizer"  to  work  out  the  problems, 
at  least  in  a  consulting  capacity.  A  good  man  of  this  sort 
can  save  the  department  much  labor  and  time. 

The  accounting  systems  of  the  states  vary  greatly.  Most 
of  them  are  archaic  and  often  mucli  skill  is  required  to  adapt 
them  to  the  methods  of  modern  business.  Public  work  dif- 
fers greatly  from  private  corporation  work  in  this  particular. 
Aside  from  the  various  and  many  safeguards  which  must 
be  placed  about  the  spending  of  public  money,  and  which 
are  usually  statutory  prohibitions,  there  are  many  require- 
ments which  may  be  truly  called  "red  tape  methods"  which 
should  be  done  away  with. 

Some  of  the  "red  tape"  is  merely  tradition  in  the  auditing 
boards.     The  business  systematizer  will  help  to  cut  this. 

Other  things  being  equal,  the  simpler  the  system  which 
is  devised,  the  better.  I  have  a  suspicion  that,  left  unre- 
strained, the  systematizer's  natural  bent  is  to  evolve  a  com- 
plicated assortment  of  records,  hard  to  understand  when 
made  up  and  of  little  practical  use.  Each  record  and  account 
should  tell  its  story  in  the  simplest  manner  and  at  the  least 
possible  cost  of  labor. 

It  is  hardly  possible  for  a  highway  department  to  do  all 
of  its  work  by  the  contract  plan.  Small  pieces  of  work  or 
work  of  a  complicated  nature  may  often  be  done  best  by  the 
day  labor  method. 

It  is  almost  impossible  to  do  work  by  day  labor  unless 
the  department  has  at  its  command  ready  money  in  the 
form  of  a  "revolving  fund"  or  "working  capital."  Unsatis- 
factory employees  have  to  be  paid  off  before  they  are  dis- 
charged and  the  laborers  in  general  should  be  paid  weekly  or 
at  the  most  every  two  weeks  to  keep  them  contented. 

If  the  department  supplies  materials  to  its  contractors  or 
for  its  day  labor  work,  it  often  happens  that  freight  charges 
must  be  advanced.  In  order  to  purchase  its  supplies  at  the 
most  advantageous  rates  it  is  often  necessary  to  make  pay- 
ments faster  than  the  usual  auditing  routine  will  permit. 

The  establishment  of  a  "revolving  fund"  or  the  setting 
atide  of  a  sum  of  money  from  an  appropriation  to  the  credit 
of  the  department  to  be  checked  out  by  it  without  audit  until 
after  the  expenditure  has  many  advantages;  but,  of  course, 
there  is  also  considerable  risk  involved.  I  know  of  no  way 
of  avoiding  this  risk  except  by  using  extreme  care  in  the 
selection  of  the  persons  handling  the  funds  and  by  requir- 
ing all  such  persons  to  furnish  fidelity  bonds  in  an  adequate 
amount. 

In  California  the  people  voted  to  expend  $18,000,000  in 
building  a  system  of  state  highways.  The  roads  were  de- 
sired quickly  and  there  was  no  limit  placed  on  the  amount  to 
be  expended  in  any  one  year.  The  act  of  the  Legislature 
and  the  referendum  act  relating  to  the  bond  issue  did  not 
locate  the  roads  except  in  a  most  general  way. 
The  department  of  engineering  of  the  state  was  intrusted 


with  the  expenditure  of  the  money  and  the  department  was 
augmented  by  three  members  called  in  the  law  "appointed 
members,"  it  being  the  intent  lhj«»  ilie  additional  members 
should  devote  their  attention  to  me  state  highway  work. 
A  highway  engineer  was  also  added  to  the  department  and 
provision  was  made  for  such  engineering  and  other  assist- 
ants as  should  be  needed. 

The  department  of  engineering  by  resolution  delegated 
to  the  "appointed  members"  thereafter  called  the  Calitornia 
Highway  Commission  all  of  its  authority  concerning  the 
state  Highways  which  it  could  confer  upon  it  legally. 

Not  long  after  studying  the  problem  the  commission  con- 
cluded that,  considering  the  magnitude  of  the  project,  it 
would  be  best  to  organize  upon  a  basis  as  nearly  like  that 
of  a  large  private  corporation  as  possible.  It  set  up  depart- 
ments of  engineering,  accounting  and  purchasing  and  made 
the  secretary  the  disliursing  officer.  The  highway  engineer 
was  made  the  executive  officer  of  the  commission  and  the 
several  departments  report  to  him  directly. 

An  able  firm  of  business  systematizers  was  retained  to 
assist  in  devising  a  scheme  of  accounts  and  forms  and  their 
work  was  done  so  skilfully  that  but  slight  changes  have 
been  needed  during  the  three  or  more  years  of  operating 
under  it. 

It  was  determined  early  that  it  would  be  best  to  purchase 
the  materials  for  construction  and  deliver  them  to  the  con- 
tractors, thus  by  purchasing  in  bulk  controlling  the  quality 
of  the  materials  and  securing  them  at  prices  lower  than  the 
contractors  could. 

The  Engineering  Department  of  the  commission  now  has 
reporting  to  the  Highway  Engineer  three  Assistant  Highway 
Engineers  and  seven  Division  Engineers,  each  of  these 
officers  having  certain  definite  duties  to  perform.  The  First 
Assistant  Highway  Engineer  acts  as  deputy  to  the  Highway 
Engineer  and  under  his  direction  has  charge  of  all  of  the 
activities  of  the  department.  The  Second  Assistant  is 
expected  to  spend  all  of  his  time  on  the  construction  work 
in  the  field.  He  reports  directly  to  the  Highway  Engineer 
and  gives  no  orders  himself  to  the  division  engineers  whose 
work  he  inspects,  although  he  often  consults  with  them. 
The  Third  Assistant  is  stationed  at  headquarters  and  works 
under  the  direction  of  the  First  Assistant.  The  headquarters 
office  engineering  force  is  small  and  does  principally  re- 
viewing of  the  work  of  the  division  offices.  It  also  prepares 
the  specifications  and  a  considerable  amount  of  bridge 
designing  and  checking. 

The  state  was  divided  into  seven  divisions  after  much 
study  of  the  topography,  density  of  population  and  other 
factors,  and  each  division  was  placed  under  the  direct  charge 
of  a  "Division  Engineer."  Each  Division  Engineer  has  entire 
control  of  the  work  of  his  division,  including  the  surveys  and 
plans,  the  construction  work  and  the  road  maintenance,  and 
it  will  be  observed  that  the  division  engineers  are  very 
important  spokes  in  the  organization  wheel. 

I  am  not  aware  of  any  special  innovations  in  the  fore- 
going plan  of  organization  unless  it  be  in  the  case  of  the 
"Second  Assistant  Highway  Engineer."  Under  some  con- 
ditions such  a  position  might  be  extremely  difficult  for  any 
man,  but  "personality"  in  the  officer  himself  and  the  loyalty 
and  breadth  of  the  division  engineers  have  made  his  task 
both  effective  and  agreeable. 

The  purchase  and  delivery  of  materials  is  also  somewhat 
new  in  state  highway  work.  It  entails  much  labor  and 
expense  which  under  other  conditions  are  absorbed  by  the 
contractors. 

But  the  plan  is  surely  worth  while.  The  old  worries  about 
the  quality  of  materials  are  done  away  with  as  are  also 
many  of  the  delays  in  delivery.  The  struggle,  usually 
successful,  of  the  Purchasing  and  Engineering  Departments 
to  keep  the  contractors  amply  supplied  with  materials,  adds 
a  zest  to  the  work. 


October  2,  1915 


GOOD    ROADS 


199 


California,  if  she  has  not  already  the  feeling,  is  going  to 
be   very   proud   of   her   system   of   state   highways. 

No  small  part  of  that  attainment  will  be  due  to  the  loyal, 
conscientious  work  of  the  several  hundred  servants  of  the 
people    composing   the    organization. 

I,  myself,  am  proud  to  be  one  of  the  spokes  in  the  wheel. 


System  in  Highway  Accounting 

By  S.  D.  GILBERT 
Auditor,  New  York  State  Highway  Commission 

Highway  accounting  is  so  different  from  the  ordinary 
business  accounting  that  the  system  available  for  the  latter 
cannot  be  made  adaptable  for  highway  purposes.  The  diffi- 
culty lies  in  the  fact  that  highway  accounting  has  to  do  en- 
tirely with  the  disbursement  of  money.  •  This  disbursement, 
if  properly  analyzed,  Ijuilds  up  a  source  of  highway  data 
which  is  invaluable. 

The  system  that  I  shall  outline  is  one  which  is  in  use 
in  the  State  Department  of  Highways  of  New  York,  which 
pays  out  directly,  or  indirectly,  more  than  twenty  million 
dollars  a  year  for  highway  purposes.  This  system  has  been 
built  up  and  made  adaptable  to  the  needs  of  the  department 
during  the  past  six  years,  since  the  department  was  organ- 
ized, and  has  proved  itself  in  both  the  pleasant  and  stormy 
weather,  which  the  department  has  experienced,  by  furnish- 
ing financial  data  promptly  and  accurately  under  sometimes 
unusual  and  trying  conditions. 

There  can  be  no  formal  rule  for  highway  accounting,  but 
system  there  must  always  be.  A  system  of  accounting, 
which  may  be  adaptable  to  the  department  of  one  state,  may 
be  absolutely  useless  to  the  department  of  another  state, 
for  the  reason  that  the  conditions  under  which  departments 
are  organized  and  obliged  to  work  are  different  in  every 
state  in  the  Union,  occasioned  by  the  differences  in  the  law 
to  which  any  system  must  be  made  amenable.  I  believe 
one  of  the  most  important  questions  for  the  consideration 
of  states  spending  large  amounts  for  highway  purposes  is 
that  of  a  practical  uniformity  of  legislative  enactments  gov- 
erning such  work  and  creating  the  departments  under  which 
it  is  being  done.  By  combining  the  valuable  experience  of 
every  state  into  a  comprehensive  statute,  the  benefit  of  a 
wider  experience  in  organization  would  be  obtained,  and 
those  states  just  beginning  highway  work  would  have  the 
advantage  of  this.  Such  uniformity  in  organization  would 
bring  every  department  into  closer  relation,  and  the  results 
would  be  most  beneficial.  The  collection  of  national  high- 
way data  would  also  be  much  simplified  and  made  more  effi- 
cient by  such  a  statute. 

A  system  of  practical  highway  accounting  is  of  much  more 
importance  than  is  generally  conceded,  for  the  reason  that 
highway  accounting  is  nothing  more  nor  less  than  the  build- 
ing of  the  backbone  of  highway  history.  Highway  history 
must  have  for  its  foundation  highway  cost,  and  every  de- 
partment of  highway  construction  or  maintenance  is  inti- 
mately related  to  it,  so  that  if  the  accounting  is  given  in 
such  detail  and  with  such  a  broad  view  of  what  is  desired  to 
be  accomplished,  not  simply  for  the  present,  but  for  the 
future,  highway  history  is  written  each  day  and  may  be  re- 
turned to  in  the  future  with  the  sure  knowledge  that  it  will 
give  accurate  information  with  reference  to  a  particular  high- 
way long  after  other  incidents  of  its  construction  or  repair 
may  have  been  forgotten.  There  is  also  the  mistake  to  be 
avoided,  and  which  is  often  made,  of  carrying  too  much  de- 
tail in  an  accounting  system,  so  that  it  loses  flexibility  and 
becomes  cumbersome,  delaying  payments  and  thereby  caus- 
ing serious  and  unnecessary  criticism  of  a  department.  I 
believe  that  it  is  the  universal  conclusion  that  where  pay- 
ments are  to  be  made  by  a  municipal  or  state  government, 


it  is  expected  that  they  will  be  long  delayed,  and  yet  with  the 
proper  system  I  know  of  no  reason  why  a  municipal  or  state 
government  may  not  make  its  disbursements  as  promptly  as 
the  most  efficient  business  organization. 

The  first  essential  in  building  up  a  system  of  highway  ac- 
counting is  a  thorough  and  comprehensive  knowledge  of 
what  is  to  be  accomplished,  together  with  a  complete  un- 
derstanding of  the  laws  governing  the  work  and  its  adapt- 
al)ility  to  them.  The  assistance  of  expert  accounting  knowl- 
edge to  build  the  framework  of  such  a  system  may  be  used 
to  advantage,  but  as  the  system  is  applied  to  the  work  in 
its  operation,  if  it  is  to  be  practical  and  produce  the  best 
results,  it  must  be  made  adaptable  by  actual  application,  and 
unless  it  is,  it  is  not  possible  to  estimate  the  disadvantage. 
The  system  must  not  only  meet  the  requirements  of  the 
department,  but  also  must  be  in  unity  and  work  smoothly 
with  the  accounting  department  of  the  state  comptroller, 
where  the  final  audit  is  had.  Every  department  will  have 
a  large  number  of  live  appropriations  at  one  time,  from  which 
expenditures  are  being  made,  and  unless  the  accounting  sys- 
tem of  the  department  is  in  close  relation  to  that  of  the 
comptroller,  confusion  and  error  are  bound  to  follow. 

The  individual  highway  account  should  begin  with  the 
initial  survey  and  should  show  the  identity  of  the  highway 
by  name  or  number,  preferably  both;  the  county  and  town 
wherein  located;  its  length;  the  type  of  construction;  the 
date  of  the  contract;  the  amount,  and  the  contractor's  name; 
if  a  county  road,  the  percentage  to  be  paid  by  the  state  and 
by  the  county.  As  the  account  progresses  it  should  show 
the  cost  of  engineering  and  advertising;  amounts  paid  to  the 
contractor  and  from  what  source  or  appropriation;  and 
when  finished,  the  final  distribution  of  cost  between  the 
state,  county,  town,  or  city.  On  account  of  construction 
being  carried  on  under  contract  in  most  cases,  the  construc- 
tion accounting  cannot  give  as  much  detail  of  the  highway 
history  as  the  maintenance  and  repair  accounting.  The  orig- 
inal specification  of  the  highway  and  the  monthly  estimates 
which  are  paid  on  it,  however,  will  furnish  the  information 
in  the  detail  necessary  to  complete  the  construction  history. 
In  maintenance  and  repair  accounting,  greater  detail  can 
be  had  and  should  be  required,  for  the  reason  that  this  work 
is  not  as  uniform  as  construction  and  shows  a  wide  variation 
both  as  to  cost  and  as  to  type  of  work  from  year  to  year, 
so  that  this  branch  of  accounting  should  give  every  possible 
detail  of  maintenance  work  on  a  highway  in  order  to  provide 
intelligent  information  in  the  future.  This,  of  course,  must 
necessarily  be  based  upon  the  requirements  of  the  depart- 
ment. Some  of  the  subdivisions  which  should  appear  in  the 
maintenance  accounting  of  a  highway,  which  are  descriptive 
of  the  work  done,  are  the  following: 

Whether  the  highway  is  a  state  or  county  highway; 

Its  name  and  number; 

The  county  and  town  within  which  it  is  located; 

A  sub-division  of  disbursements  under  the  headings: 

Improvements; 

Resurfacing; 

Engineering  and  inspection; 

Ordinary   repairs   to   highway   surface; 

Labor  or  material; 

Cleaning  macadam; 

Trimming  shoulders; 

Opening  ditches; 

Repairs  to  paving; 

Oil — Cost  of  spreading  and  applying — Material  for 
covering; 

Repairs  to  guard  rail; 

Repairs  to  concrete; 

Tools  and  plant; 

Patrol,  if  a  patrol  system  is  employed; 

Extraordinary  repairs. 
To    these    suggested    subdivisions    others    could    be    added 


200 


GOOD    ROADS 


October  2,  1915 


as  fonnd  necessary,  which  will  give  the  desired  detail  as  to 
the  important  items  of  cost,  with  the  result  that  from  year 
to  year  a  comprehensive  analysis  of  maintenance  and  repair 
work  is  being  constructed  that  not  only  applies  to  the  whole 
system,  but  to  the  individual  road,  which  is  most  important. 
All  construction  eventually  resolves  itself  into  maintenance 
and  repair,  and  unless  a  state  continues  to  make  appropria- 
tions for  construction,  construction  accounting  gradually  dis- 
appears, and  with  its  disappearance  maintenance  and  repair 
accounting  increases  in  proportion  and  remains,  as  it  is  not 
conceivable  that  a  state  will  abandon  its  investment  in  good 
roads,  and  it  therefore  must  continue  to  make  appropria- 
tions for  their  maintenance  and  repair.  In  order  that  this 
maintenance  and  repair  may  be  carried  on  economically  and 
intelligently,  the  work  of  previous  years  must  be  thoroughly 
reviewed  as  to  the  type  of  work  which  was  done  and  its  cost 
as  related  to  the  individual  road,  so  that  the  type  of  work 
may  either  be  continued  from  year  to  year,  or  changed  ac- 
cording to  its  efficiency.  In  no  other  way  can  this  informa- 
tion be  obtained  except  from  a  properly  analyzed  and  accur- 
ately prepared  accounting  which  will  give  the  intelligible  in- 
formation necessary,  and  which,  if  it  is  available,  will  result 
in  saving  the  state  large  amounts  of  money  by  avoiding 
those  types  of  work  which  have  proved  themselves  inefficient 
and  expensive. 

It  is  extremely  easy  to  get  information  from  the  usual 
accounting  as  regards  the  whole  situation  of  disbursements. 
It  could  easily  be  shown  that  the  maintenance  and  repair 
of  a  certain  highway  for  a  certain  year  cost  a  certain  amount 
of  money,  but  unless  the  account  has  been  built  up  from  day 
to  day  in  the  manner  suggested  above,  it  will  be  very  diffi- 
cult at  some  time  in  the  future  to  find  out  just  what  kind  of 
work  was  done  on  the  individual  highway,  what  the  analysis 
of  its  cost  is,  and  whether  from  this  analysis  the  service 
received  from  the  type  of  work  indicated  warrants  its  con- 
tinuation. 

It  is  my  experience  that  the  most  adaptable  method  of  sup- 
porting this  suggested  accounting  is  that  of  voucher  pay- 
ments, so  that  the  voucher  representing  each  individual 
payment  will  show  the  complete  distribution  of  that  payment 
to  the  different  items  entering  into  the  account.  When  the 
voucher  is  entered,  the  distribution  is  made,  and  it  is  com- 
pletely absorbed,  with  the  result  that  the  account  shows  the 
analysis  of  the  disbursements  and  is  supported  directly  by 
the  voucher  in  the  file. 

By  using  the  voucher  system  a  great  deal  of  detail  is  avoid- 
er,  and  I  would  strongly  advise  that  the  keeping  of  personal 
and  merchandise  accounts  should  be  omitted,  as  in  highway 
accounting  it  is  not  imperative  as  to  how  much  material 
has  been  purchased  from  a  firm  or  individual,  but  it  is 
important  as  to  how  much  the  material  cost  on  a  certain 
highway.  If  the  total  purchased  is  desired  at  any  time,  it 
can  easily  be  arrived  at  from  the  vouchers  in  the  files,  which 
show  all  individual  payments.  By  doing  this  a  large  amount 
of  useless  bookkeeping  can  be  avoided  and  better  results 
obtained. 

In  devising  a  system  of  accounting  it  is  impossible  to  fore- 
see the  demands  which  will  be  made  upon  it  in  the  future 
for  information  and  the  tests  to  which  it  will  be  put.  The 
only  protection,  which  a  department  can  have,  is  that  the 
accounting  system  should  be  built  up  from  the  first  with  the 
riew  of  giving  the  public  as  complete  information  as  pos- 
sible and  in  as  great  detail  as  is  practicable  for  the  purpose. 
If  this  is  done,  when  the  test  comes  it  can  be  met  promptly 
and  accurately. 

No  system  can  be  outlined  completely  at  the  beginning, 
for  the  reason  that  the  details  of  the  work  constantly  change, 
and  the  system  in  order  to  be  practical  and  up  to  date  must 
change  with  it  and  adapt  itself  to  it.  By  all  means  avoid 
ruts.    Because  certain  features  of  the  system  were  adaptable 


last  year,  it  does  not  necessarily  follow  that  they  will  be  this 
year.  Anticipate  what  the  work  requires  and  meet  these 
requirements  promptly. 


Proper   Road   Location:    Its    Importance    and 
Effects 

By  WILLIAM  R.  ROY 
State  Highway  Commissioner  of  Washington 

The  object  of  this  paper  is  to  present,  briefly,  some  of 
the  phases  of  this  subject  which  confront  the  highway  engi- 
neer at  this  time. 

The  purpose  of  a  highway  is  to  carry  traffic.  The  traffic 
will  naturally  vary  with  the  district  which  is  producing  or 
attracting  traffic;  so  the  first  consideration  of  the  locator, 
in  the  broadest  sense,  will  be  the  district  to  be  served. 
It  may  be  said  that  the  districts  requiring  highways  fall 
naturally  into  three  classes,  which  may  be  designated  as 
urban  or  residential  districts,  scenic  districts,  and  agricultural 
districts.  On  account  of  the  fact  that  these  classes  neces- 
sarily overlap  in  many  cases,  the  distinctions  indicated  have 
their  greatest  effect  upon  the  location  of  highways,  rather 
than  upon  the  details  of  construction,  where  a  broad-gauge 
general  policy  is  to  be  followed  by  the  executive  charged 
v.'ith   highway  administration. 

In  referring  to  urban  or  residential  districts,  I  have  in 
mind  the  suburban  areas  which  are  adjacent  to  most  of  the 
large  cities  of  this  country,  with  at  least  a  fairly  "well-to-  ' 
do"  population,  able  to  own  comfortable  homes  and  to  pay 
for  the  extra  transportation  required  by  the  greater  distance 
to  the  business  centers.  Such  a  district  both  produces  and 
attracts  traffic.  The  original  development  of  such  districts 
was  made  possible  by  the  electric  railway;  the  highways  were 
of  secondary  importance.  Now  the  small  motor  vehicle 
has  become  the  important  factor  in  transportation,  and  the 
development  of  highways  has  become  of  first  importance. 
The  traffic  produced  by  such  a  district  will  be  almost  ex- 
clusively comparatively  light  passenger  vehicles,  with  ample 
power  to  climb  almost  any  gradient  even  up  to  20  per  cent. 
The  hauling  which  the  district  requires  will  be  confined  to 
materials  for  the  construction  of  new  residences  or  other 
buildings,  and  such  heavy  supplies  as  fuel.  The  locator 
therefore  will  have  as  his  first  consideration  what  may  be 
called  the  accessibility  of  the  highway,  and  safety  of  the 
traffic.  He  will  not  be  confined  to  a  narrow  range  of  gra- 
dients, but  will  endeavor  to  find  a  proper  middle  ground 
between  the  extremes  of  grade  and  cost  of  construction.  In 
locating  a  highway  for  the  residential  development  of  a 
previously  unoccupied  district,  the  engineer  has  his  greatest 
opportunity.  The  proper  location  will  involve  plans  for 
connecting  drives  to  the  main  artery;  consideration  of  the 
future  requirements  of  the  community  for  sewerage  and 
storm  drains;  the  disposal  of  surface  water;  intersections 
of  existing  or  contemplated  railways;  and  the  possibility 
of  snow  blockades  in  winter.  As  in  most  cases  the  cost  of 
such  a  highway  must  be  considered  an  eventual  charge  upon 
the  property  of  the  district,  the  choice  of  proper  location  is 
too  freqeuntly  restricted  by  that  cost;  but  the  attitude  of  the 
public  toward  this  factor  is  improving  with  the  increasing 
demand  for  safety  of  traffic. 

The  locatfon  of  highways  into  scenic  districts  brings  with 
it  a  set  of  problems  which  are  pre-eminently  of  an  engineer- 
ing nature.  The  purpose  of  such  highways  is  to  aflford  ac- 
cess to  districts  of  natural  beauty.  The  choice  of  routes 
may  be  influenced  by  the  existence  of  attractive  camping 
grounds,  in  addition  to  the  principal  points  of  interest  which 
are  to  be  reached.  The  only  restrictions  placed  upon  the 
engineer  are  those  of  expense  and  safety  of  travel.  Another 
consideration,  which  is  rapidly  becoming  of  first  importance 
with   the  extension  of  this  type  of  highways,  is  the  cost  of 


October  2,  1915 


GOOD    JIOADS 


201 


maintenance.  This  is  particularly  true  in  the  mountains  of 
the  Pacific  Coast,  where  conditions  of  soil,  drainage,  and 
snowfall  have  a  vital  bearing  on  upkeep  costs.  Gradients 
as  high  as  8  or  10  per  cent,  may  be  utilized  in  order  to  keep 
the  cost  of  construction  within  reasonable  limits,  but  these 
gradients  should  be  reduced  on  sharp  curves  in  the  interest 
of  safety.  The  importance  and  effects  of  proper  location 
will  be  seen  in  the  resulting  popularity  of  such  highways, 
and  in  the  much  talked  of  development  of  our  natural  re- 
sources. 

Problems  of  a  somewhat  different  type  are  encountered  in 
planning  highways  for  a  large  farming  district  of  a  flat  or 
only  gently  rolling  topography,  where  the  farms  are  held  in 
large  units  and  the  population  is  scattered.  The  prevailing 
systems  of  roads  usually  follow  the  subdivisional  lines.  The 
traffic  will  be  heavy  at  certain  seasons  of  the  year  only. 
On  account  of  local  prejudices,  it  is  often  very  difficult  to 
select  any  highway,  or  system  of  highways,  for  extensive 
improvement.  With  existing  highways  on  the  rectangular 
system,  it  is  seen  that  a  farmer  living  eight  miles  in  an  air 
line  from  town,  may  have  to  travel  from  nine  to  twelve 
miles  along  the  section  lines  to  reach  his  market.  The  ideal 
system  for  such  a  district  would  be  a  combination  of  the 
rectangular  method  with  diagonal  arteries  radiating  from  the 
markets. 

Existing  roads  in  the  thickly  settled  agricultural  and  in- 
dustrial districts  in  the  United  States  are  also  frequently 
laid  out  on  the  rectangular  system,  and  in  addition  have  been 
fenced  up  to  narrow  limits.  Such  a  system  can  not  often 
be  used  to  best  serve  the  modern  requirements  of  the  entire 
community,  especially  in  a  district  devoted  to  truck  gardens 
and  dairy  interests,  where  the  bulk  of  the  heavy  hauling  is 
fairly  constant  throughout  the  year.  The  location  of  a  great 
trunk  highway  through  such  a  district,  and  connecting  in- 
dustrial centers,  should  be  along  the  principles  long  estab- 
lished for  the  location  of  railways,'  with  the  modifications 
due  to  the  permissible  maximum  gradients.  The  short-haul 
transportation  of-  heavy  commodities  to  the  nearest  suitable 
market  or  point  of  rail  shipment  is  the  important  considera- 
tion. It  is  a  generally  accepted  rule  that  the  maximum 
gradient  of  such  a  highway  should  not  exceed  5  per  cent.; 
and  curves  should  be  planned  to  afford  a  sight  distance — 
that  is,  the  greatest  distance  at  which  the  drivers  of  two 
approaching  vehicles  may  see  each  other's  machines  along 
the  road — of  not  less  than  250  ft. 

In  a  country  of  rolling  topography,  with  frequent  stream 
crossings  and  railway  intersections,  the  route  which  the 
engineer  recognizes  as  the  best  location  will  almost  invar- 
iably cut  through  highly  developed,  property.  The  right  of 
way  for  such  an  improvement  will  usually  have  to  be  ob- 
tained at  high  figures,  both  in  the  value  of  land  taken,  and  in 
damages  to  the  property  thus  divided.  While  this  cost  often 
seems  prohibitively  high,  it  must  be  recognized  as  being 
what  we  may  call  a  "capital  charge."  Here  again  one  is 
struck  by  the  resemblance  between  the  fundamental  prin- 
ciples controlling  the  location  of  a  railway  and  those  which 
should  control  the  location  of  a  great  industrial  highway. 
While  it  may  be  somewhat  foolhardy  to  attempt  to  predict 
future  developments  in  short-haul  transportation,  the  condi- 
tions which  have  arisen  during  the  past  six  years  may  indi- 
cate, in  some  measure,  what  may  be  expected;  and  may  be 
taken  by  the  locator  as  his  guiding  considerations  in  selecting 
a  route  for  a  new  highway  or  in  improving  the  route  of 
an  existing  highway.  In  the  same  way,  is  it  not  true  that 
the  development  of  the  great  railway  systems  may  afford 
much  counsel  to  any  community  in  planning  the  size  of  the 
financial  investment  that  should  be  made  in  a  new  highway? 
I  refer  particularly  to  the  financial  investment  in  rights  of 
way,  grading  costs,  and  stream  crossings,  rather  than  to 
the  surface  structure   of  the  highway. 


This  brings  us  to  the  consideration  of  operating  costs, 
and  the  influence  that  these  costs  should  have  in  the  locator's 
selection  of  a  route.  There  are  very  few  published  data 
on  the  actual  costs  of  motor  vehicle  operation,  or  the  effects 
of  grade  and  curvature  upon  these  costs.  This  subject  should 
be  a  fruitful  field  for  investigation  by  our  highway  depart- 
ments and  technical  schools.  However,  it  is  a  self  evident 
fact  that  more  power  is  required  -to  move  a  motor  truck  up 
a  5  per  cent,  grade  than  over  a  level  grade,  or  even  one  of 
2  or  3  per  cent.  Also,  it  is  probable  that  every  person  who 
has  driven  a  motor  car  has  noticed  that  a  curve  in  the  road 
on  a  5  per  cent,  grade  will  very  appreciably  increase  the 
amount  of  power  required  to  climb  that  gradient  as  com- 
pared to  the  power  required  to  climb  a  similar  gradient  on  a 
tangent.  As  the  number  of  vehicle  units  increase,  it  must  be 
evident  that  operating  costs  become  of  more  and  more  im- 
portance in  the  matters  which  the  highway  locator  has  to 
consider. 

To  any  person  who  thinks  that  the  effects  of  grade  and 
curvature  on  operating  costs  may  be  disregarded  by  the 
locating  engineer  in  planning  a  highway  of  the  type  referred 
to,  as  being  too  finely  drawn  for  present  consideration,  I 
wish  to  cite  certain  conditions  which  have  developed  in 
many  sections  of  the  Pacific  Coast  in  recent  years.  No  doubt 
similar  conditions  exist  in  all  parts  of  the  country,  but  I 
refer  specifically  to  the  Pacific  Coast  on  account  of  personal 
observation  of  these  conditions.  We  have  many  fertile 
valleys,  capable  of  intense  cultivation,  which  are  closely 
settled,  at  least  in  the  vicinity  of  the  larger  cities.  These 
districts  produce  large  quantities  of  vegetables,  fruits,  and 
dairy  products — all  commodities  requiring  prompt  transpor- 
tation throughout  the  year.  In  past  years  these  commodities 
have  been  hauled  by  the  electric  railways.  Following  the 
construction  of  improved  highways,  or  at  least  improved 
surfaces,  there  has  grown  a  formidable  system  of  motor 
vehicle  transportation,  carrying  both  freight  and  passenger 
trafiic.  In  handling  freight,  these  motor  vehicles  collect 
produce  practically  at  the  farmer's  gate,  and  deliver  it  to 
the  door  of  the  commission  house  or  butter  factory  in  the 
city,  at  the  same  freight  tariflf  formerly  paid  to  the  railways, 
and  with  the  elimination  of  the  drayage  charges  at  either 
end  of  the  haul.  A  similar  condition  exists  in  the  short- 
haul  transportation  of  passengers.  There  have  been  placed 
in  profitable  operation  many  lines  of  large  capacity  passenger 
automobiles,  which  pass  close  to  the  farmer's  door,  and 
which  will  carry  him  to  town  quickly  and  conveniently,  and 
at  a  reduced  rate  over  the  former  passenger  tariffs  on  the 
electric  or  steam  railway  lines.  Probably  no  better  example 
could  be  found  of  the  truth  that  increased  convenience  in 
transportation  will  result  in  increased  volume  of  transporta- 
tion. This  increased  traffic  in  turn  has  produced  more 
problems  for  the  highway  officials  and  locators.  The  high- 
way that  was  built  a  few  years  ago,  with  the  grades  and 
curvature  that  seemed  to  the  locator  to  be  justified  by  exist- 
ing traffic  conditions  and  topographic  obstacles,  is  now  in- 
tolerably crooked,   and  the  grades  are   too   steep. 

These  conditions  have  been  evident  for  some  time  to  those 
officials  charged  with  highway  maintenance;  at  least  we 
have  heard  the  most  about  them  from  such  officials  through 
the  medium  of  the  technical  press  and  from  the  platforms 
of  association  meetings  and  conventions.  Is  it  not  probable 
that  at  some  not  far  distant  time  we  shall  begin  to  hear 
from  the  owners  of  motor  vehicles  about  the  cost  of  opera- 
tion? 

On  going  into  this  subject,  the  engineer  finds  that  the 
proper  location  of  the  heavy-traffic,  year-around  highway 
involves  consideration  of  factors  which  have  long  been  prime 
essentials  in  the  best  railway  location;  but  which  have  not 
been  supposed  to  be  worth  taking  into  account  in  planning 
a  highway.     Among  these  factors  may  be  cited,  in  addition 


ZD2 


GOOD    ROADS 


October  2,  1915 


to  the  matters  of  grade  and  curvature  already  mentioned, 
the  necessity  for  stopping  and  starting  heavy  motor  trucks 
to  pick  up  and  discharge  freight  and  passengers;  intersec- 
tions with  cross-roads  where  the  average  speed  may  not  be 
m^tained;  and  the  necessity  for  widening  of  the  traveled 
mty  u  the  volume  of  trafKc  increases. 


Road  Drainage  and  Foundations 

By  CEO.  W.  COOLEY 
Stel*  Ea(w««r  aad  Secrvtary  of  the  Highway  Commis>ion  of  Minnesota 

Most  foundation  troubles  are  caused  by  difficulty  of  drain- 
age and  although  the  value  of  proper  drainage  is  admitted  by 
all.  it  is  a  fact  that  road  engineers  and  superintendents  will 
in  many  cases  fail  to  provide  for  the  elaborate  drainage  neces- 
sary to  a  proper  foundation,  for  the  reason  that  funds  are 
limited  and  expensive  drainage  work  reduces  the  amount  of 
available  funds  for  providing  a  suitable  surfacing.  This  ap- 
plies particularly  to  the  great  mileage  of  main  rural  roads  on 
which  there  is  an  insistent  demand  by  road  users  for  surfac- 
ing, with  impatience  at  delay  or  restriction  of  work  on  ac- 
count of  the  cost  of  providing  proper  foundations. 

So  much  has  been  written  on  the  subject  of  road  founda- 
tions that  the  whole  field  of  investigation  has  apparently  been 
covered,  but  in  any  work  of  construction,  there  may  appear 
some  detail  or  condition  for  which  there  is  no  precedent  and 
which  must  be  met  by  the  ingenuity  or  ability  of  the  engineer 
or  superintendent  in  charge.  As  such  problems  are  generally 
encountered  on  the  improvement  of  county  and  local  roads, 
and  are  apparently  of  such  minor  importance  that  the  in- 
formation is  not  published  or  disseminated,  a  better  general 
knowledge  of  this  work  can  be  obtained  by  a  meeting  at  least 
once  each  year  of  those  in  charge  of  road  work  throughout 
each  state.  It  is  the  lack  of  attention  to  details  of  drainage 
and  foundation  work  which  causes  many  of  the  failures  of 
road  surfaces,  and  the  relating  of  experiences  at  a  meeting  of 
those  actually  in  charge  of  work,  with  technical  advice  from 
proper  authorities,  would  go  a  long  way  toward  securing 
more  permanent  construction. 

We  hear  a  great  deal  about  permanent  road  work,  meaning 
particularly  the  different  kinds  of  road  surfaces,  but  experi- 
ence has  taught  that  the  most  necessary  part  of  road  con- 
stiuction  is  the  foundation  and  that  the  adequacy  of  the 
foundation  controls  to  a  great  extent  the  life  of  the  pavement 
or  surface. 

The  drainage  of  a  road  must  be  complete.  While  the  cost 
of  carrying  water  away  from  the  side  ditches  of  a  road  often 
seems  prohibitive,  the  expense  is  always  warranted  by  the 
better  construction  obtained.  When  impossible  to  provide 
complete  drainage  the  elevation  of  subgrade  of  the  road 
should  be  at  least  Zyi  ft.  above  possible  high  water. 

In  the  Middle  West,  surface  drainage  will  generally  suffice, 
and  a  proper  design  of  road  section  in  such  cases  requires 
gutters  from  1}4  to  2H  ft.  below  subgrade,  the  variation  de- 
pending upon  the  character  of  the  soil.  Gutters  on  grades 
exceeding  5  per  cent,  should  be  paved,  and  in  any  case,  water 
should  not  be  carried  in  road  gutters  farther  than  is  abso- 
lutely necessary. 

In  providing  for  cross  drainage  only  permanent,  substantial 
material  such  as  concrete  should  be  used,  for  the  failure  of  a 
cross  culvert  will  not  only  block  the  drainage,  but  will  damage 
the  road  surface  and  may  cause  accidents. 

In  heavy  soil,  which  appears  to  be  saturated,  or  in  which 
there  is  seepage,  it  is  advisable  to  place  drain  tile.  Tile 
should  be  so  laid  that  it  will  intercept  the  ground  water,  and 
it  is  frequently  necessary  to  place  a  line  at  each  side  of  the 
rmd  with  leaders  or  branch  lines  from  the  center  of  road 
at  SO-ft.  intervals.  This  construction  is  required  on  sidehills 
which  develop  springy  conditions.    Rock  filled  drains  are  also 


used  successfully  on  sidehill  work,  but  are  not  as  efficient  as 
tiling  on  account  of  their  liability  to  become  partially  clogged 
by  sand  deposits. 

In  undeveloped  swamp  country,  tlie  most  permanent  work 
is  obtained  by  building  the  embankment  from  excavation  of  a 
dredge  ditch  on  the  upper  side  of  road  with  an  auxiliary  road 
ditch  on  the  lower  side.  When  swamps  have  soundings 
of  from  2  to  S  ft.,  the  grade  line  of  dredge  ditch  may  be  dis- 
regarded, excepting  as  to  minimum  depth. 

In  the  construction  of  swamp  roads,  the  top  soil  is  spread 
first  and  then  sufticient  firm  material  is  excavated  to  provide 
a  substantial  foundation.  These  ditches  are  dug  with  practi- 
cally vertical  sides  in  order  to  secure  the  maximum  amount 
of  firm  material  from  the  bottom,  and  are  of  suiificient  size  to 
allow  for  necessary  drainage  after  the  breaking  down  of 
slopes.  The  low  points  in  the  ditch,  where  deeper  excavation 
is  required  to  secure  material,  will  fill  with  sediment  after  a 
year  or  two.  It  sometimes  appears  extravagant  to  make 
such  large  ditches  on  road  work,  but  in  new  country,  lateral 
drainage  is  always  carried  to  the  road  ditches,  and  should  be 
provided  for  in  advance.  There  is  not  much  difference  in 
cost,  however,  between  hand  ditches  and  a  large  dredge  ditch 
on  account  of  the  lower  unit  cost  of  machine  work. 

After  drainage  is  secured,  the  important  points  in  road 
foundations  are  to  eliminate  all  vegetable  or  perishable  mat- 
ter and  to  build  up  the  foundation  uniformly.  Dragging  and 
planing  the  subgrade  as  it  is  being  built  will  prevent  the 
waviness  of  surface  which  develops  occasionally  after  the 
completion  of  a  road,  and  it  is  advisable  to  place  such  re- 
quirement in  specifications. 

Surfacing  with  gravel  constitutes  the  greater  portion  of 
rural  road  work,  and  a  great  deal  of  money  is  wasted  in  not 
properly  preparing  the  foundation  for  this  surface.  Common 
practice  has  allowed  the  placing  of  gravel  to  a  depth  of  from 
6  to  8  ins.  on  clay  or  heavy  soil,  frequently  on  a  newly  shaped 
roadbed.  Until  compacted,  this  coat  of  gravel  serves  as  a 
sponge,  holding  the  water  until  the  subgrade  is  softened, 
thereby  allowing  the  material  to  be  cut  through  and  much 
gravel  lost,  with  a  consequent  rutted  and  uneven  condition  of 
surface. 

Foundations  for  gravelling  should  be  firm  and  hard  and  on 
new  work  this  may  be  accomplished  by  forming  a  crust  with 
a  mixture  of  2  or  3  ins.  of  sand  or  gravel  with  clay  subsoil, 
rolled  to  a  smooth  surface.  On  sand  subsoil,  it  is  equally 
necessary  to  have  a  foundation  to  prevent  loss  of  gravel  and 
in  such  cases  clay  mixture  is  required. 

To  prevent  loss  of  surfacing  gravel  on  sand  a  subgrade, 
where  no  clay  was  available  a  blanket  of  vegetable  material 
has  been  used  with  complete  success.  In  some  cases  this  has 
been  provided  by  spreading  about  4  ins.  of  loose  straw  for  the 
full  width  of  the  proposed  surfacing,  but  care  must  be  exer- 
cised to  prevent  the  straw  from  mixing  with  the  gravel. 
Muskeg  or  pulverized  peat  has  also  been  used  to  advantage 
under  like  conditions? 

The  foundations  for  higher  types  of  road  surfacing,  such  as 
concrete,  require  even  more  attention  than  for  gravel  or  mac- 
adam roadways.  The  material  must  not  only  be  firm,  with 
adequate  provision  for  drainage,  but  the  subgrade  must  be 
thoroughly  drained  out  before  the  pavement  is  placed.  Most 
of  the  cracking  and  failure  of  concrete  roads  has  been  due  to 
moisture  in  the  subgrade  at  the  time  frost  sets  in,  and  this  has 
frequently  occurred  where  tiling  was  laid  and  the  road  built 
during  the  latter  part  of  the  season. 

The  success  of  any  road  is  dependent  upon  the  complete 
drainage  and  uniformity  of  material  in  the  subgrade  or 
foundation,  and  it  would  seem  that  road  authorities  could 
well  afford  to  devote  some  attention  to  educating  the  public 
along  this  line,  for  a  knowledge  of  the  necessity  of  such  work 
is  required  to  secure  public  support,  without  which  the  work 
cannot  proceed  intelligently  or  economically. 


October  2,  1915 


GOOD    ROADS 


203 


Roadway  Surfacings 


By  FRANK  F.  ROGERS 
State  Highway  Commissioner  of  Michigan 

It  is  estimated  that  the  United  States  lias  2,300,000  miles 
of  public  wagon  roads,  about  10  per  cent,  of  which,  roughly 
speaking,  may  be  said  to  be  improved.  Only  about  1  1-3 
per  cent.,  however,  of  this  mileage  has  been  substantially 
improved  with  state  assistance. 

A  good  roadway  must  be  hard,  smooth,  fairly  free  from 
dust  or  mud  and  present  a  reasonable  minimum  of  resistance 
to  the  traffic  which  it  bears,  considering  the  kind  of  ma- 
terials used  in  its  construction.  In  general  a  road  must  be 
satisfactory  to  its  users  before  it  can  be  classed  as  a  good 
road. 

The  materials  available  for  road  surfacing  are: 

1.  Common  earth,  sand  and  clay,  suitably  combined  or 
treated  with  some  other  materials. 

2.  Gravel. 

3.  Crushed  rock  or  other  substitutes  for  macadam  such  as 
slag  from  charcoal  iron  or  blast  furnaces,  the  latter  being 
much  preferable. 


8.  Brick  with  foundations  of  concrete,  water  bonded  mac- 
adam, gravel  or  sand. 

Which  of  the  above  materials  should  be  used  for  a  given 
road  is  a  problem  for  the  road  engineer  to  solve,  and  it  is 
usually  capable  of  an  economic  solution  leaving  the  answer 
beyond  reasonable  doubt.  However,  in  many  cases  available 
funds  limit  the  choice  of  materials  to  those  close  at  hand 
and  cheapest  in  first  cost  regardless  of  whether  or  not  they 
are  really  the  most  economical,  considering  the  perpetual 
upkeep  of  the  road.  But  often  the  materials  have  to  be 
freighted  from  a  distance,  and  when  the  community  is  rich 
enough  to  build  the  most  serviceable  ro&d,  the  skilled  road 
engineer  can  demonstrate  his  usefulness,  providing  he  has 
persuasive  powers  enough  to  overcome  local  prejudice  for 
or  against  particular  materials  and  the  arguments  of  men 
who  may  wish  to  sell  these  or  other  materials  regardless  of 
their  fitness  for  the  road  in  question. 

The  writer  has  long  preached  the  doctrine  that  there  is 
no  one  best  material  for  road  surfacing  in  all  places  and 
under  all  conditions  of  soil  and  traffic,  and  that  almost 
every  available  road  material  can  be  used  to  advantage  some- 
where in  such  a  comprehensive  system  of  roads  as  is  re- 
quired to  serve  a  state. 


State. 

Gravel 
48.72 

32. 

534.    " 

327.83 

3.    " 

153." 

80. 
147.2 
600. 

2060.885 
1079. 

2l'5'.8' 
46.7 ' 

isi'gioB 

1053.22 
475. 
3900. 

500." 

Sand- 
Clay. 
6S.36 

7'5.  ■  ' 
3l'8'.i7 

758." 

20. 
423. 

5. 

'l'.89 

75.671 
81. 

1915'.    " 

2'3;63 
1158.'  ' 

lo'o'.' ' 

Gravel 
surface. 
Other 
base. 

90'." 
'6.83 

30'0'. '  ■ 

4l'o'.8i 

134.364 
5. 

7  42".  4  6 
22'6!4'2' 

lo'o'.' " 

MILES  OF 

Macad.  Macad. 

Water-  Bitum. 

bound,  coated. 

8.46          

30'7'. "          '.'.'.'. 
521.2i          '.'.'.'. 

W."           '.'.'.'. 

ll'g."         25." 
400.             10. 

I'o'. '  '            2. '  ' 

160. 

189.85       661.08 

829.060        

68.               

I7V.63          '.'.'.'. 
320.3           30.8 

301'.    "         41'." 

78'6'.6'           '7.3' 

'6'."           '.'.'.'. 
872.19       308.70 
241.               6. 

i'3;49'     ; ; : .' 

876'."           '9." 
271.              

650.''       200.    " 

STATE 

Macad. 

Bitum. 

pene- 

trat'n. 

'  '3'.' 

s'g.ii 

'1'." 

'9.5 ' 
35. 

18'l'.49 
'5." 

2'5'.36 
133'.    " 

isi'.s' 

9'o'.46 
4. 

80'. '  ' 
'5!  ■  ■ 

AID  ROADS. 

Bit.  con- 
crete.      Cem't 
Mix.        con- 
meth.      Crete. 

.'.'.'.'     36."' 

22.95      12'.  6  7 

.'.'.'.'  ii's'. " 

'.'.'.'.       V.SS 
4. 

'5.' '      's'.' ' 

3.          18. 

5.00 

'.'.'.'.      94.'l'85 

4'l'.5  '        0.4  ' 
'2'.  4  9   lo'l!" 

'.'.'.'.      66.3' 

'.'.'.'.      l'2'.5 ' 
21.15        0.31 

'6.26 

.'.'.'.'     V.i6 
3."  120." 

Brick.        Miscellaneous. 
Chert 9.64 

Total.       Remarks. 
133.47    

Alaslta    

Arizona   

Arkansas     

Slag 1.3 

'o'.29                                       '.'.'.'. 

25. "                   ; : ; : 

'4.16                   .'.'.'.' 
2.          -           

Shell 36.3 

V.ii  With  bltumin.   115.52 
All    others....        2.49 

21'. "                   ;.'!.' 

.  .  .  .'   Shell 6.9 

32 .. 

1,03'9'.    "    '.'.'.'.'.'.'.'.'.'.'.'. 

California    

Colorado    

Connecticut    ... 

i,25'5'.ii  !!!!!'.!!!!;! 

Delaware    

D.  of   Columbia 

Florida    

Georgia    

Idaho   

150 

Indiana    

Kansas    

1061.45    

Kentucky     .  . . . 

516 

616. 

Maine     

965 

171 

Massachusetts. 

1568.57    .  .  .  .  .  . .  .  .  .  .  . 

3194.17    

1259 '.  . .  . 

Mississippi.  . . . 

Missouri     

Montana     

Nebraska 

Nevada   

N,    Hampshire. 

94'5'.73    '..'.'.'.'.'.'.'.'.'.'. 

615.7      

New  Mexico   .  . 
New  York    

28.    "aU    others '7.    " 

444.6'                                       '.'.'.'. 

'...'.   Asphalt    con '  "6.25 

87.33                                       .... 

b.'4'3'  Shell  12,  Shale  3    ...'. 
Granite    block.      0.70 

2."  '   Shale gO.    " 

2628.49    '.'.:'.'.'.'.'.'.'.'.'. 

N.    Carolina... 
North   Dakota.. 
Ohio    

1502. 4     tjnder  con- 

Oklahoma     

Oregon    

Pennsylvania    . 

tract.  187.2 
24'. 75    '. '. '. '. '. '. '. '. '. '. '. '. 

1380.08    

Rhode    Island., 

250.        

So.    Carolina... 
South    Dakota. 
Tennessee    .... 

Texas    

Utah         .    ... 

158'8'.26    '.'.'.'.'.'.'.'.'.'.'.'. 

Vermont    

Virginia    

Washington   .. 

2518.'  '    '.'.'. '. '. '.'.'.'.'.'. '. 

4268  02    '.  . . '. .  .  . .    . 

W.   Virginia..  . 

1770."    ".'.'.'.'.'.'.!'.'.'. 

Wyoming   .... 

Total    

12,575.42 
41.20 

5,019.11 
16.44 

2,015.82 
6.62 

6,981.24 
22.89 

1,475.88 
4.86 

811.30 
2.66 

125.09 
0.41 

595.82 
1.95 

614.58 
2.02 

291.10 
0.96 

30,505.36    

100  00    

4.  Such  combinations  of  2  and  3  as  may  be  found  advisable, 
a  gravel  base  with  a  macadam  top  or  a  macadam  base  and 
a  gravel  top. 

5.  Bituminous  macadam  (penetration  method). 

6.  Cement  concrete,  using  gravel  crushed  rock  or  slag 
for  the  coarse  aggregate. 

7.  Bituminous  concrete  (the  mixing  method)  by  using  the 
materials  above  named  for  the  aggregate  and  refined  tars 
or  asphalts  for  the  binder. 


The  accompanying  table  shows  the  mileage  of  state  aid 
roads  of  different  classes  in  twenty-five  states  and  the  per- 
centage of  each  class  now  in  use. 

1.  Sand-clay  and  top-soil  roads  comprise  about  one-sixth 
of  the  mileage  given  (16.4  per  cent.)  showing  that  these 
roads  are  of  considerable  importance.  They  are  well  adapt- 
ed to  a  medium  horse-drawn  traffic  with  a  somewhat  larger 
percentage  of  automobiles  and  can  be  economically  main- 
tained by  systematic  use   of  the  road   drag  after  rains  and 


2M 


GOOD    ROADS 


October  2,  1915 


the  addition  of  such  new  material,  sand  or  clay,  as  may  be 
re<iuired, 

Kansas  reports  758  miles  of  these  roads;  Louisiana,  423 
miles,  and  Connecticut,  318  miles,  showing  that  they  are  by 
no  means  confined  to  the  southern  states  as  is  frequently 
supposed,  although  so  far  as  I  know,  the  top-soil  roads 
are  mostly  found  in  that  section. 

2.  It  will  be  noted  that  gravel  is  the  favorite  road  build- 
ing material  in  most  of  the  states,  comprising  more  than 
two-fifths  of  the  entire  road  mileage  reported  (41.2  per  cent.). 
Waahington  reports  3,900  miles  of  these  roads;  Michigan, 
2,061  miles;  Utah,  1,319  miles,  and  Vermont,  1,053  miles, 
while  three  other  states  report  over  400  miles  each. 

No  doubt  gravel  is  used  on  many  roads  because  it  is 
within  a  wagon  haul  of  the  road  and  cheap.  However, 
taking  Michigan  as  a  fair  example,  where  upwards  of  60 
per  cent,  of  the  state  aided  roads  are  built  of  gravel,  I  am 
quite  sure  that  in  the  majority  of  cases  the  travel  is  not 
so  heavy  that  an  economic  mistake  has  been  made  by  using 
gnvel  for  road  surfacing.  In  other  words,  when  we  take 
into  account  first  cost,  plus  maintenance,  plus  repairs,  plus 
interest  on  the  investment,  we  will  have  a  smaller  total  than 
with  most  of  the  expensive  types  of  roads. 

On  the  other  hand,  the  writer  has  in  mind  several  instances 
where  gravel  roads  have  been  built  on  which  the  traffic — 
mostly  automobiles  at  high  speed — is  so  heavy  that  nothing 
poorer  than  cement  concrete,  asphaltic  concrete  or  brick 
can  be  expected  to  last  very  long,  nor  be  kept  in  a  reason- 
ably passable  condition  by  constant  maintenance.  Such 
roads,  however,  are  carrying  a  traffic  of  from  300  to  500  ve- 
hicles daily,  about  three-fourths  of  which  are  motor-driven. 
Such  roads  constitute  but  a  very  small  percentage  of  the 
gravel  road  mileage  of  Michigan,  hence  they  may  be  con- 
sidered the  exceptions  which  prove  rather  than  disprove 
the  rule. 

The  writer  knows  of  many  gravel  roads  where  the  traffic 
is  between  200  and  300  vehicles  daily,  with  the  same  per- 
centage of  automobiles  as  above  noted,  that  are  standing 
up  admirably  and  are  being  maintained  at  a  cost  far  below 
the  interest  on  the  difference  between  the  cost  of  these 
gravel  roads  and  almost  any  type  of  more  permanent  road 
which  might  be  mentioned. 

In  Michigan  the  average  cost  of  the  single-track  gravel 
road  is  about  $2,000  a  mile,  the  same  width  of  water  bound 
macadam  $4,500  per  mile,  while  cement  concrete  roads  of 
the  same  width  cost  about  $7,000  a  mile.  In  the  majority  of 
cases  the  concrete  roads  are  from  12  to  16  ft.  wide  and  cost 
from  $14,000  to  $17,000  a  mile,  or  about  $1.25  per  sq.  yd., 
plus  the  grading  and  drainage  structures. 

From  the  foregoing  it  will  be  seen  that  the  annual  cost 
of  maintenance  on  a  gravel  road  will  have  to  approach 
about  $250  a  mile  a  year  before  any  community  can  afford 
to  consider  any  type  of  road  costing  $7,000  a  mile  or  more, 
•o  long  as  the  gravel  road  surface  is  satisfactory  to  the 
public.  And  in  many  places  it  is  the  most  satisfactory  type 
of  road  built. 

3.  The  water  bound  macadam  road  represents  more  than 
one-fifth  of  the  mileage  given  (22.9  per  cent.)  notwithstand- 
ing the  fact  that  many  people  are  predicting  that  this  type 
of  road  is  of  but  little  use  under  modern  traffic  conditions. 

It  will  be  seen  that  the  sand-clay  and  the  water  bo^nd 
macadam  mileages  are  about  equal  and  approximately  one- 
half  of  the  total  gravel  road  mileage. 

Michigan  reports  829  miles;  Virginia,  876  miles;  Ohio,  786 
miles,  and  Connecticut,  527  miles,  showing  that  the  water 
bound  macadam  is  well  distributed  and  by  no  means  obso- 
lete. 

While  the  surface  treatment  of  these  foads  is  the  subject 
of  another  paper,  the  writer  still  believes  that  proper  bitumin- 
ous treatment  of  the  water  bound  macadam  road  after  it 
has  been  in  tervicc  six  months  or  one  year   will   enable  it 


to  resist  automobile  traffic  sufficiently  well  to  give  it  a 
high  place  among  the  desirable  roads  under  present  traffic 
conditions. 

4.  Owing  to  the  fact  that  the  gravel  road  surface  is 
preferable  to  that  of  many  other  types,  many  roads  are  now 
built  having  a  base  of  crushed  stone,  slag  or  other  suitable 
material  with  a  top  surfacing  of  gravel.  Upward  of  6  per 
cent,  of  all  of  the  roads  reported  are  of  this  type.  New 
Hampshire  taking  the  lead  with  742  miles,  while  Massa- 
chusetts reports  411  miles,  Utah  226  and  Michigan  134  miles. 

The  macadam  base  gives  extra  supporting  qualities  for 
this  road,  while  the  gravel  surface  afiords  easy  maintenance 
by  frequent  use  of  the  road  drag  after  rains,  with  only  the 
addition  of  enough  new  gravel  to  keep  the  surface  free  from 
ruts  and  holes.  Macomb  County,  Michigan,  has  a  road  of 
this  type  which  is  well  kept,  and  after  two  years  the  total 
repairs  on  two  miles  of  road  is  reported  at  only  $315.53,  or 
an  average  of  $78.88  a  mile  a  year,  the  larger  part  of  which 
was  spent  in  dragging.  The  travel  on  this  road  ranges 
between  200  and  500  vehicles  per  day. 

A  few  states  are  building  a  combination  road,  using  a 
gravel  base  and  a  macadam  top,  but  this  type  of  road  is  not 
to  be  recommended  where  the  automobile  traffic  is  heavy  un- 
less some  bituminous  surface  treatment  is  provided. 

5.  Owing  to  the  rapid  disintegration  of  the  water  bound 
macadam  road  under  excessive  automobile  traffic,  many 
forms  of  bituminous  binders  have  been  tried  to  overcome 
this  difficulty.  A  bituminous  macadam  built  by  the  penetra- 
tion process  is  usually  resorted  to.  This  method  of  con- 
struction is  well  understood  by  road  engineers.  The  bot- 
tom layer  of  the  road  is  generally  built  as  an  ordinary  water 
bonded  macadam  filled  with  stone  screenings  and  rolled. 
The  top  layer,  which  may  consist  of  stone  ranging  from  1 
in.  to  2  ins.  in  size,  is  then  applied  and  given  a  light  coat- 
ing of  clean  J^-in.  stone  chips,  free  from  dust,  which  are 
rolled  into  the  surface.  After  this  the  road  is  coated  with 
some  heavy  bituminous  material  (asphalt  or  refined  tar)  ap- 
plied hot,  preferably  by  means  of  a  pressure  distributor, 
using  approximately  1%  gals,  of  bitumen  per  sq.  yd.  An- 
other coating  of  clean  stone  chips  is  then  applied  and  the 
road  again  rolled.  This  is  followed  by  seal  or  flush  coat  of 
hot  bitumen  at  the  rate  of  about  14  gal.  per  sq.  yd.,  after 
which  another  coat  of  stone  screenings,  ranging  from  %-in. 
chips  down  to  dust,  is  applied  to  fill  the  remaining  voids  and 
take  up  the  surplus  bitumen.  The  road  may  be  opened  to 
traffic  as  soon  after  completion  as  the  bitumen  has  set. 

These  roads  constitute  2.7  per  cent,  of  the  entire  mileage 
reported.  New  York  is  credited  with  233  miles  of  this  road. 
Massachusetts   with    181    miles,   and   Ohio   with    151    miles. 

6.  Owing  to  the  reported  cost  of  maintenance  of  most  of  the 
cheaper  forms  of  road,  many  communities  have  been  seek- 
ing a  type  of  road  on  which  the  maintenance  would  be  very 
small.  To  many  people  cement  concrete  seems  to  offer 
the  solution  and  1.95  per  cent,  of  the  roads  reported  are  of 
this  type.  Ohio  reports  66.3  miles  completed  and  187.2 
miles  under  contract.  Michigan  has  94  miles  completed  for 
state  reward,  with  a  considerable  extra  mileage  through 
villages  on  which  no  state  aid  was  received,  and  has  some 
30  miles  under  construction  which  will  be  completed  this 
season. 

While  the  cost  of  these  roads,  as  above  noted,  has  reached 
from  $7,000  to  about  $17,000  a  mile,  according  to  width, 
the  maintenance  thus  far  reported  has  been  very  small  and 
the  writer  is  quite  well  convinced  that  where  the  traffic 
runs  above  500  vehicles  a  day,  this  type  of  road  is  well 
worth  considering.  Experience  in  Michigan  with  upwards  of 
100  miles  of  these  roads  is  on  the  whole  gratifying. 

7.  Since  the  bituminous  macadam  by  the  penetration 
method  so  frequently  becomes  disintegrated,  the  method 
of  thoroughly  incorporating  the  crushed  stone  with  the 
bituminous    materials   in   a    specially    designed    mixer   is   be- 


October  2,  1915 


GOOD    ROADS 


205 


coming  more  and  more  common.  Materials  prepared  in  this 
way  are  designated  as  bituminous  concrete  to  distinguish 
them  from  the  bituminous  macadam  made  by  the  penetration 
method. 

The  foundation  may  be  cement  concrete  or  water  bound 
macadam  on  which  the  bituminous  mixture  is  spread  and 
thoroughly  rolled,  after  which  it  is  treated  to  a  surface  or 
squeegee  coat  of  bituminous  materials,  then  covered  with 
stone  chips  and  rerolled.  The  road  can  usually  be  opened 
to  traffic  the  second  day  after  completion. 

The  advantage  of  this  method  over  the  penetration  process 
is  the  thorough  coating  of  all  of  the  stones  with  the 
bituminous  binder  which  is  seldom  or  never  done  by  the 
other  method,  thus  greatly  increasing  the  strength  of  the 
bond. 

Less  than  1  per  cent,  of  the  roads  reported  are  of  this 
type.  New  Jersey  reports  41.5  miles  and  Connecticut  23 
miles. 

8.  Brick  as  a  paving  material  for  city  and  town  streets 
has  been  used  in  this  country  for  upwards  of  forty  years, 
but  except  in  a  few  cases  it  has  not  been  extensively  used 
in  road  construction  until  within  the  last  fifteen  years. 
Ohio  reports  444  miles  of  brick  paved  roadway;  New  York, 
28  miles;  Illinois,  25,  and  Minnesota,  21  miles.  No  other 
state  has  reported  more  than  four  miles  of  brick  roadway. 
The  total  is  about  2  per  cent,  of  all   roads  reported. 

As  already  stated  the  writer  does  not  believe  that  there 
is  any  one  road  surfacing  that  will  best  meet  all  conditions 
and  in  this  brief  paper  he  has  simply  tried  to  point  out 
some  of  the  more  important  materials  now  in  use,  the  extent 
to  which  they  are  employed  and  some  of  the  conditions  to 
which  they  are  adapted. 

Every  road  is  a  local  problem  to  be  solved  on  the  ground 
after  all  the  data  regarding  soil,  climatic  and  traffic  condi- 
tions have  been  ascertained,  all  of  which  must  frequently 
be  subordinated  to  the  ability  of  a  given  community  to  pay 
for  any  kind  of  an  improved  road. 


Street    Pavements 

By  CURTIS  HILL 
City  Engineer  of  Kansas  City,  Mo. 

This  paper  is  confined  to  a  brief  discussion  of  the  con- 
struction and  organization  features  of  street  paving,  exclud- 
ing that  other  equally  important  half  of  the  question,  namely, 
repairs  and  maintenance. 

Kansas  City,  Missouri,  is  governed  by  a  Mayor  and  City 
Council,  with  direct  supervision  of  the  different  classes  ol 
municipal  affairs  delegated  to  boards,  each,  if  of  a  construc- 
tive nature,  with  its  respective  engineering  force.  Those  of 
a  constructive  nature  are  the  Fire  and  Water  Board,  with 
all  affairs  pertaining  to  fire  and  water;  the  Park  Board  with 
all  parks,  parkways  and  boulevards;  and  the  Board  of  Public 
Works,  having  charge  of  all  other  forms  of  public  works 
affairs  such  as  plumbing,  electric  lighting,  building  regula- 
tions, trafficways,  streets,  walks,  curbs,  sewers,  wharfs,  flood 
protection,  streams,  drainage,  bridges,  viaducts,  etc.  The 
City  Engineer  is  under  the  Board  of  Public  Works. 

An  assistant  engineer  has  direct  charge  of  street  work, 
working  under  whom  are  the  necessary  field  survey  and  in- 
spection forces.  The  testing  laboratory  is  open  to  all  divi- 
sions in  which  the  street  and  other  divisions  are  directly 
represented. 

The  standard  roadway  for  streets  is  prescribed  by  charter 
to  be  3/S  the  entire  width  between  property  lines  and  of  the 
remaining  2/S,  1/S  on  each  side  is  for  curbing,  walk  and  park- 
ing space.  These  cross  sectional  widths  are  varied  to  suit 
demands  and  conditions  by  special  ordinances.  The  city 
has  approximately  1,200  miles  of  public  streets,  exclusive 
of  alleys,  parkways  and  boulevards;  400  of  this  1,200  miles 
are   paved    and   an   additional    200   miles   are    graded.     This, 


within  a  land  area  of  58  square  miles,  is  approximately  21 

miles  of  street  per  square  mile  of  area  and  also  21  per  cent. 

of  the  area  in  streets.     For  the  past  four  years  the  city  has 

completed    (graded,    sidewalked,    curbed    and    paved)    about 

26    miles    annually    at   a    cost    of   $1,150,000,    or   $44,200   per 

mile.     The   original   work   is  all   done   by   contract   under   a 

S-year  guarantee.     The  average  contract  prices  for  the  above 

work  are: 

Concrete  paving,  6  Ins J1.07  per  sq.  yd. 

Hiturnlnous  asphalt,  6-in.  base 1.82  per  sq.  yo. 

Bituminous  asphalt,   resurface    1.57  per  sq.   yd. 

Bituminous  asphalt  over  old  brick   1.23  per  sq.   yd. 

Stone   block,   S-in.  base 3.24  per  sq.   yd. 

Stone   block,   old  base    l.itS  per  sq.   yd. 

Brick  block.  Sin.  base   l.SS  per  sq.   yd. 

Creosoted  wood  block,  8-in.  base 2.H5  per  sq.   yd. 

Asphaltic  macadam,  10-ins.  thick   1.22  per  sq.  yd. 

The  stone  blocks  are  laid  on  an  8-in.  concrete  base  of  a 
1:3:6  mixture  of  J4-i"-  to  Zyi-in.  stone.  A  1-in.  sand  cushion 
is  evenly  spread  over  this  base  and  the  blocks  set  thereon. 
The  blocks  are  split  and  straight-edged,  4  to  6  ins.  wide,  5  to 
6  ins.  deep  and  8  to  14  ins.  long.  They  are  rammed,  not 
rolled,  and  a  cement  grout  filler  used  without  expansion 
joints. 

Brick  blocks  are  all  No.  1  pavers,  not  to  vary  more  th:in 
l/i  in.  from  the  specified  dimensions  of  3%  x  4  x  8^4  ins.,  and 
must  pass  a  round  shot  rattler  test  of  not  to  exceed  18  per 
cent.  loss.  Either  asphalt  or  cement  grout  filler  is  used, 
with  a  %-in.  expansion  joint  every  50  ft.  Where  the  asohait 
filler  is  used  it  is  heated  to  350°  F.  The  finished  pavement 
is   rolled   with   a   3-   to   5-ton   roller. 

Creosoted  wood  blocks  are  laid  upon  the  same  kind  c  f 
a  base  as  stone  or  brick.  The  blocks  are  3  ins.  wide,  4  ins. 
deep  and  5  to  10  ins.  long.  They  are  given  an  18-lb.  treat- 
ment of  oil,  the  product  of  coal  tar  without  adulterat:  .u. 
gradually  applied.  The  cushion  consists  of  a  1 :4  dry  m'.ttt're 
of  cement  and  sand  not  more  than  1  in.  in  depth,  sufficient 
to  take  up  all  unevenness  of  the  base  and  to  seal  the  blocks 
to  it.  A  1%-in.  expansion  joint  is  provided  along  each  curb 
and  all  joints  are  filled  with  an  asphalt  filler.  On  grades 
all  transverse  joints  are  the  thickness  of  a  building  lath,  the 
lath  remaining  in  place. 

We  have  such  a  variation  of  asphaltic  pavements  that  the 
general  term  "asphalt  pavement"  must  always  be  modified, 
any  of  them  striking  me  as  a  more  or  less  hit  or  miss 
proposition.  Someone  was  about  right  when  he  said,  "No- 
body knew  what  asphalt  was  and  so  they  called  it  asphalt 
cement."  In  Kansas  City  we  have  sheet  asphalt,  asphaltic 
concrete,  bitulithic  asphalt,  Topeka  asphalt  and  natural  rock 
asphalt  pavements,  and  are  the  home  of  the  National  as- 
phalt pavement.  All  except  the  latter  are  composed  of  a 
bituminous  mixture  with  a  mineral  aggregate,  and  all  are. 
or  should  be,  placed  on  not  less  than  a  6-in.  concrete  base. 
The  first  of  these — sheet  asphalt — is  composed  of  a  binder 
course  1  in.  in  thickness  of  rock,  sand  and  asphaltic  cement. 
Upon  this  is  placed  a  2-in  wearing  surface  of  a  uniform 
mixture  of  asphaltic  cement,  graded  mineral  aggregate  of 
sand  passing  different  percentages  of  6  to  30,  through  screens 
from  10  to  200  mesh,  and  a  filler.  That  referred  to  above 
as  asphaltic  and  frequently  termed  asphaltic  concrete,  varies 
from  the  first  or  sheet  asphalt  by  varying  percentage  of 
rock  aggregate  and  by  omission  of  the  binder  course.  The 
bitulithic  and  Topeka  use  rock  or  gravel  in  varying  per- 
centages over  various  screens  from  2  to  300  mesh,  the 
Topeka  using  a  finer  aggregate  than  the  bitulithic.  The 
rock  asphalt  is  a  pavement  made  from  the  ground  rock  where 
it  is  found  naturally  impregnated  with  sufficient  bitumen  and 
is  the  only  one  not  a  plant  mix.  The  National  Pavement 
is  comparatively  new  and  has  yet  to  prove  its  worth.  It 
is  composed  of  finely  pulverized  earth,  75  per  cent,  passing 
a  200-mesh  screen  and  is  plant-mixed  with  not  less  than 
16  per  cent,  of  asphalt.  The  aggregate  is  earth,  loam  or 
clay,  finely  pulverized,  heated  to  several  hundred  degrees 
Fahrenheit   to   drive   out   all   organic   matter   and   moisture, 


206 


GOOD    ROADS 


October  2,  1915 


mixed  hot  with  the  asphalt.  It  is  just  entering  the  cora- 
petitire  field,  but  a  small  amount  has  been  laid  and  that 
4  ins.  thick,  without  artificial  base  but  directly  upon  the  earth. 
The  original  cost  of  a  plant  is  about  $10,000,  and  the  pave- 
ment is  contracted  for  about  $1.20  per  sq.  yd.  For  the 
short  time  it  has  been  in  use  it  is  showing  up  very  well, 
although  not  enough  time  has  elapsed  to  thoroughly  demon- 
strate its  practicability.  Samples  demonstrated  that  a  tem- 
perature of  200'  F.  does  not  materially  eflect  it  and  that  it 
will  again  combine  when  crumbled  under  300°.  It  has  not 
been  used,  in  its  present  form,  in  Kansas  City  and  if  used, 
I  would  recommend  a  concrete  base  upon  the  belief  that  all 
pavements  with  a  wearing  surface  should  have  a  rigid,  un- 
yielding base. 

Of  all  these  asphaltic  pavements,  sheet  asphalt  is  un- 
doubtedly the  best.  The  asphaltic  concrete,  bitulithic  and 
Topeka  second,  and  giving  good  results.  The  National  rock 
asphalt  must  be  discarded  because  of  its  uncertainty  in 
proportions.  In  fact,  a  good  asphaltic  pavement  must  be 
plant  mixed.  Notwithstanding,  Kansas  City  for  several 
years  has  laid  only  the  asphaltic  concrete,  of  the  asphalt 
class,  specifying  it  as  asphalt  pavement.  It  is  laid  on  a 
6-in.  concrete  base,  is  2  ins.  in  depth,  composed  of  asphaltic 
cement,  graded  mineral  aggregate  and  filler,  plant-mixed  and 
applied  at  135'  to  190°  C.  The  asphaltic  cement  comprises 
from  6  to  10  per  cent,  of  this  wearing  surface.  The  mineral 
aggregate  is  clean,  sharp  mineral  particles  of  a  hardness  not 
less  than  that  of  good  granite  and  graded  over  different 
sized  screens  ranging  from  No.  2  to  200-mesh.  The  filler  is 
a  fine  mineral,  ground  to  a  powder,  insoluble  in  water  and 
composes  from  3  to  5  per  cent,  of  the  mineral  aggregate. 
.\  S-ton  roller  is  used  on   the  finished  surface. 

Our  (Kansas  City,  Missouri)  concrete  pavements  are  laid 
in  one  course  of  1:2%  :4^^  proportion,  yi-in.  to  2-in.  stone, 
to  a  depth  of  usually  6  ins.  Grade  stakes  are  set  transversely 
every  25  ft.  or  else  the  surface  is  finished  to  a  templet.  The 
concrete  is  deposited  in  strips  transverse  to  the  roadway. 
No  expansion  joints  are  provided  but  a  cleavage  plane,  or 
contraction  joint,  is  placed  every  30  ft.,  composed  of  one 
layer  of  heavy  roofing  paper  which  is  cut  to  fit  evenly  and 
smoothly  with  the  surface  of  the  pavement.  It  is  finished 
by  hand  tamping  until  the  mortar  flushes  to  the  surface 
and  is  broomed  transversely  to  the  roadway  with  fiber  push 
brooms.  Travel  is  kept  oflF  and  the  surface  kept  moist  for 
from  4  to  8  days.  This  is  a  low  cost  pavement  for  residence 
or  equally  light  traffic  streets  where  the  value  of  property 
demands  a  low  cost.  For  this  consideration  I  suggest  the 
use  of  templets  exclusively.  It  will  not  materially  increase 
the  cost  and  will  give  better  results.  In  my  opinion,  con- 
crete will  not  wear  under  heavy  or  medium  heavy  city  traffic. 
It  has  not  held  here  under  these  conditions  although  it  has 
not  yet  received  a  thorough  trial.  It  is  being  tried  on  one 
of  our  trafficways  where  about  3,000  ft.  in  length  and  54 
ft.  in  width  of  pavement  was  opened  to  travel  about  one 
year  ago.  It  was  laid  under  special  specifications,  the  best 
we  know  how  to  draw.  8  ins.  thick,  1:2:4  mix,  and  extreme 
caution  and  care  taken  with  the  aggregate,  placing,  and  in 
other  ways.  We  gave  it  a  life,  under  these  traffic  conditions, 
of  3  years  and  present  indications  are  that  it  will  not  exceed 
that.  It  cost  $1.55  per  sq.  yd.  We  have  about  SO  miles  of 
this  low  cost  concrete  pavement  on  light  traffic  streets,  laid 
during  the  past  four  years,  where  property  is  not  of  a  high 
value  and  the  pavement  is  satisfactory.  At  the  same  time, 
not  knowing  what  the  maintenance  may  be,  we  are  leaving 
the  finished  surface  everywhere  2  ins.  below  grade  so  that 
il  may  be  surfaced  with  asphalt.  When  property  can  pay 
for  a  high  grade  of  pavement,  it  can  pay  for  asphalt  which 
is  more  suitable  for  such  conditions.  If  we  draw  specifica- 
tions for  a  high  grade  of  concrete  pavement,  take  extreme 
care  in  construction,  reinforce  it,  etc.,  thus  making  a  cost 
equal  to  that  of  asphalt,  we  defeat  our  own  ends. 


You  all  know  that  no  one  kind  of  pavement  can  be 
applied  to  the  treatment  of  all  streets  alike,  owing  to  topog- 
raphy, traffic  conditions,  property  values,  ideas  of  property 
holders,  higher  city  officials,  etc.  But  considering  Kansas 
City  and  similar  city  conditions  it  is  my  opinion  that  prac- 
tically three  classes  of  pavements  apply. 

(A)  Where  the  traffic  is  very  heavy  such  as  in  wholesale 
and  freighting  sections,  granite  blocks  and  some  (not  all) 
sandstone  blocks  are  suitable  on  a  concrete  base  of  not  less 
than  8  ins. 

(B)  On  medium  traffic  streets  such  as  the  retail  sections, 
creosoted  wood  blocks  or  brick  blocks  with  a  possible  sub- 
stitution of  a  small  granite  block  in  some  places  and  a 
granite  block  on  heavy  grades,  all  on  not  less  than  an  8-in. 
concrete  base. 

(C)  For  light  traffic  and  residence  streets,  brick,  asphalt 
and  concrete  will  apply,  the  brick  on  those  streets  of  a 
semi-business  class,  asphalt  in  the  more  valuable  residence 
sections  and  concrete  where  a  lower  cost  pavement  is  appli- 
cable. A  broken  rock  of  the  bituminous  bound  or  oiled  (but 
never  simply  water  bound)  type  can  be  added  to  this  class 
for  residence  streets  only  when  excellent  facilities  prevail 
for  a  constant  maintenance.  When  properly  maintained  it 
is  a  good  residence  street. 


Maintenance:  Materials  and  Methods 

By  A.  W.  DEAN 
Chief  Engineer,  Massachusetts  Highway  Commission 

The  date  of  completion  of  construction  of  a  roadway  sur- 
face marks  the  date  when  maintenance  must  commence. 
The  materials  and  methods  to  be  used  are  governed  by  the 
type  of  the  constructed  surface;  the  urgency  for  prompt 
attention  to  maintenance  is  governed  by  the  type  of  surface 
and  by  the  quantity  and  quality  of  vehicular  travel  over 
same;  the  cost  of  maintenance  is  governed  primarily  by  the 
judgment  used  in  selecting  the  types  of  surface  for  the  road- 
way when  constructing  it.  Too  often  necessity  requires  the 
construction  of  an  inferior  surface  where  a  paved  surface 
should  be  laid,  thus  permitting  a  temporary  economy  in 
construction  that  is  soon  balanced  by  an  excessive  charge 
for  maintenance  and  renewal. 

Maintenance  is  brought  to  its  lowest  terms  when  the 
roadway  surface  has  been  properly  designed  and  constructed. 
A  properly  built  roadway  is  that  which  has  been  properly 
designed  to  withstand  existing  and  anticipated  traffic  and 
other  conditions,  and  has  been  built  with  good  quality  of 
material  and  workmanship.  If  all  roadways  were  so  built, 
the  maintenance  problem  would  cease  to  be  a  problem,  and 
there  would  be  little  occasion  for  conventions  and  discus- 
sions by  road  makers.  This  condition  will  never  be  reached, 
however,  and  we  have  now  and  for  generations  to  come, 
will  have  the  countless  problems  of  maintenance  to  solve. 

The  terms  "maintenance"  and  "repair,"  while  not  entirely 
synonymous,  will,  however,  be  herein  considered  as  such,  in 
order  to  permit  as  broad  a  treatment  of  the  subject  as  pos- 
sible in  the  fewest  words. 

According  to  statistics  compiled  by  the  U.  S.  Office  of 
Public  Roads,  over  90  per  cent,  of  all  roads  in  the  United 
States  are  earth  roads  (al)out  2,000,000  miles),  hence  it  muEt 
be  conceded  that  earth  road  maintenance  is  of  the  utmost 
importance  in  this  country.  The  prevailing  obstacle  to 
proper  maintenance  of  earth  roads  is  lack  of  surface  and 
subdrainage.  Surface  drainage  should  be  provided  for  by 
constructinif  and  maintaining  the  roadway  with  proper  and 
sufficient  crown,  and  by  providing  proper  side  drains  or 
gutters  and  culverts.  When  a  road  is  built  on  a  long  steep 
grade  on  a  sidehill,  culverts  should  be  placed  frequently  to 
carry  the  water  across  and  under  the  road  rather  than   (as 


October  2,  1915 


GOOD    ROADS 


207 


is  quite  common)  constructing  so-called  water  bars  to 
carry  the  water  across  and  above  the  surface  of  the  road. 
A  grader  or  road  machine  should  be  used  on  earth  roadways 
not  more  than  twice  a  year,  and  preferably  not  more  than 
once  a  year.  It  should  be  used  with  care.  If  sods  and 
improper  material  have  accumulated  on  the  edges  of  the 
roadway  and  are  pulled  over  to  the  surface  of  the  road  by 
the  grader,  they  should  immediately  be  thrown  or  carted 
away  from  the  surface.  A  road  drag  is  almost  indispensable 
.  in  the  maintenance  of  a  proper  surface  on  an  earth  roadway. 
The  drag  should  be  used  frequently  and  when  the  earth  is 
moist.  It  is  of  no  value  when  the  earth  is  very  dry  and  is 
of  little  value  when  the  earth  is  very  wet.  The  drag  will 
not  till  large  depressions  such  as  occur  at  each  end  of  a 
bridge,  but  will  keep  the  roadway  in  fairly  good  condition  for 
travel  at  all  times,  if  properly  used.  Where  large  depressions 
occur  in  a  roadway,  it  is  not  good  practice  to  place  broken 
stone  or  coarse  gravel  in  such  depressions,  as  such  practice 
has  a  tendency  to  cause  a  hard  section  with  a  hole  at  each 
end  of  the  same. 

Roads  constructed  with  a  mixture  of  sand  and  clay  (sand- 
clay)  may  be  considered  as  earth  roads  in  an  advanced  stage. 
The  ordinary  maintenance  of  sand-clay  roadways  is  best 
effected  in  the  same  manner  as  earth  roadways.  Where 
soft  mud  holes  occur  in  sand-clay  roadways,  it  is  advisable 
to  fill  such  places  with  sand,  as  in  general  such  holes  are 
caused  by  an  excess  of  clay  in  the  mixture.  Oftentimes  such 
roadways  are  not  constructed  with  the  right  proportions  of 
sand  and  clay  in  the  original  mixture,  in  which  case  the 
maintenance  ot  the  roadway  will  depend  upon  the  condition 
due  to  the  excess  of  one  material  or  the  other.  If  the  entire 
surface  of  the  roadway  is  quite  soft  and  ruts  badly  during 
wet  weather,  it  is  evidence  that  there  is  an  excess  of  clay. 
Therefore,  in  the  maintenance  of  the  roadway  under  such 
conditions,  a  thin  layer  of  sand  should  be  spread  over  the 
surface,  and  if  the  conditions  are  sufficiently  bad  to  warrant, 
the  sand  should  be  harrowed  into  the  surface.  On  the  other 
hand,  if  the  surface  does  not  become  compact,  but  rather 
shows  indication  of  being  sandy,  a  small  quantity  of  clay 
should  be  spread  upon  the  surface.  As  in  the  case  of  the 
ordinary  earth  roadway,  proper  surface  drainage  and  sub- 
drainage  should  be  provided  to  take  care  of  the  excess  of 
surface   and   ground   water. 

Gravel  surfaces  are  frequently  maintained  to  a  certain 
extent  by  the  use  of  the  drag.  A  road  machine  should  not 
be  used  on  gravel  surfaces  except  when  it  is  desired  to  widen 
the  traveled  way  or  to  lightly  smooth  the  surface.  When- 
ever a  road  machine  is  used  on  a  gravel  roadway  for 
widening  the  traveled  section,  great. care  should  be  taken  to 
remove  from  the  surface  any  material  other  than  gravel  that 
may  be  brought  on  by  the  use  of  the  machine.  Ruts  or 
depressions  occurring  in  a  gravel  roadway  should  be  repaired 
by  filling  lightly  with  gravel  as  near  the  same  quality  as  that 
originally  used  in  the  surface  as  is  obtainable.  The  main- 
tenance of  a  gravel  roadway  is  greatly  assisted  by  applying 
uniformly  at  the  rate  of  about  %  gal.  per  sq.  yd.  once 
each  year,  an  asphaltic  oil  of  about  the  maximum  consistency 
that  can  properly  be  spread  at  air  temperature  with  a 
common  distributor.  Such  application  not  only  furnishes 
a  small  amount  of  binder  for  the  upper  surface,  but  prevents 
the  dispersion  of  the  surface  in  the  form  of  dust.  The 
gravel  surface  herein  referred  to  consists  of  material  in 
which  the  mixture  of  round  stones  and  particles  is  quite 
uniformly  variable  in  size  from  minute  particles  to  stones 
2  or  3  ins.  in  diameter.  This  definition  is  given  on  account 
of  the  fact  that  there  are  so  many  different  ideas  conveyed 
when  the  term  "gravel  surface"  is  mentioned. 

The  maintenance  of  a  broken  stone  macadam  (water 
bound  macadam)  roadway  whenever  constructed  by  the  usual 
method  is  a  more  or  less  difficult  problem,  depending  upon 
the   traffic   that   it  has   to  withstand.     If  the   traffic   consists 


largely  of  steel-tired  vehicles,  with  very  few  rapidly  driven 
motor  vehicles,  a  macadam  roadway  may  be  maintained  by 
keeping  its  surface  covered  with  a  light  layer  of  sand  or 
other  suitable  fine  material,  the  object  of  this  covering 
being  to  keep  sufficient  binder  on  the  surface  to  prevent 
the  stones  in  the  surface  from  picking  up.  If,  however,  the 
traffic  is  sufficient  to  wear  out  the  surface  rapidly,  as  is  the 
case  when  there  are  many  motor-driven  vehicles,  and 
particularly  when  there  are  many  rapidly  driven  motor 
vehicles,  the  sand  surface  cannot  be  maintained  and  it 
becomes  necessary  to  use  some  other  means  of  maintenance. 
The  use  of  a  bituminous  binder  in  the  construction  and 
maintenance  of  macadam  roadways  has  now  become  quite 
universal,  and  the  problem  of  maintenance  of  bituminous 
bound  or  surfaced  roadways  has  now  become  simple. 
-Applying  about  Yz  gal.  per  sq.  yd.  of  an  asphaltic  oil  or 
refined  tar  at  proper  intervals  permits  of  maintenance  of 
macadam  roadways  under  ordinary  traffic  for  a  long  period, 
provided  the  subsequent  applications  are  made  at  proper 
intervals.  The  interval  between  applications  cannot  be 
definitely  stated,  but  can  be  determined  only  by  the  appear- 
ance of  the  surface  of  the  roadway.  In  Massachusetts  it 
has  been  the  practice  during  the  past  several  years  to  main- 
tain water  bound  macadam  roadways  by  surface  applica- 
tions of  so-called  "cold  oil,"  the  oil  used  being  what  is 
termed  by  the  manufacturers  as  a  "50  per  cent,  oil."  It  has 
been  found  that  one  application  per  year  is  sufficient  on  most 
of  the  roadways  where  maintenance  is  effected  in  this 
manner.  The  method  of  applying  the  oil  is  as  follows: 
First,  the  road  is  swept  lightly  to  remove  all  surplus  material 
from  the  surface.  The  oil  is  then  applied  by  means  of  a 
pressure  distributor,  thus  insuring  a  complete  and  uniform 
covering.  Immediately  thereafter,  coarse  sand  is  spread 
in  sufficient  quantity  to  entirely  cover  the  oil.  The  amount 
of  oil  used  in  the  first  application  is  approximately  %  gal. 
per  sq.  yd.,  and  on  subsequent  applications  the  amount 
varies  from  1/3  to  1/5  gal.  per  sq.  yd.  The  asphalt  contained 
in  this  oil  forms  a  thin  carpet  on  the  macadam  surface,  and 
not  only  prevents  wear,  but  prevents  distribution  of  dust. 
It  has  been  found  that  the  use  of  heavy  oils  such  as  are 
known  to  the  trade  as  "90  per  cent,  oils"  assists  in  a  satis- 
factory maintenance  for  only  one  or  two  years,  after  which 
the  bituminous  material  has  a  tendency  to  crawl  .and  become 
wavy.  The  lighter  oils,  having  less  body,  do  not  have  this 
objection.  Refined  tar  is  often  used  in  the  same  manner 
as  described  above  in  the  maintenance  of  macadam  roadways 
and  often  gives  quite  satisfactory  results. 

Repairs  on  a  bituminous  blanket  or  thin  surface  co^t  may 
be  made  by  covering  the  section  to  be  repaired  with  a  thin 
coat  of  asphaltic  oil  or  tar,  as  the  case  may  be,  and  imme- 
diately covering  with  peastone,  fine  gravel  or  coarse  sand. 
This  is  assuming  that  the  repairs  consist  of  renewing  com^ 
paratively  small  sections  of  the  coating  that  for  any  reason 
may  have  disappeared.  No  general  fixed  method  can  be 
described  for  making  repairs  due  to  imperfect  workmanship, 
the  use  of  too  much  bituminous  material,  or  the  irregular 
distribution  of  material,  each  case  having  to  be  treated  in 
such  manner  as  experience  may  have  shown  to  be  best. 
Renewals  of  bituminous  carpets  may  ordinarily  be  made  by 
a  repetition  of  the  usual  process  of  constructing  such  car- 
pets, except  that  it  is  advisable  always  to  use  less  bituminous 
material  per  square  yard  for  renewal  than  was  used  in  the 
original  carpet. 

So-called  sand  and  oil  mixed  road  surfaces  are  either  re- 
paired or  renewed  by  the  addition  of  mixed  material  of  the 
same  quality  and  density  as  that  used  in  the  original  surface. 

Bituminous  grouted  or  mixed  macadam  surfaces  should 
not  require  early  or  frequent  repairs  or  renewals  if  designed 
and  constructed  properly  in  the  first  instance.  Should  the 
necessity  for  repairs  arise,  however,  they  are  ordinarily 
made  by  the  removal  of  disintegrated  or  imperfect  portions 


206 


GOOD    ROADS 


October  2,  1915 


of  th«  surface  and  substituting  therefor  a  mixture  of  bitumen 
and  small  broken  stone,  the  mixture  being  made  either  by 
mixing  previous  to  application  or  by  spreading  stone  and 
filling  the  voids  by  pouring. 

In  renewing  bituminous  macadam  surfaces  it  is  not  or- 
dinarily necessary  to  break  up  or  remove  any  of  the  exist- 
ing surface,  but  the  new  surface  may  he  added  by  spread- 
ing directly  over  the  old  surface.  If,  however,  the  old  sur- 
face in  addition  to  having  become  worn  thin  is  worn  very 
irregularly,  it  is  advisable  to  loosen  up,  scarify,  reshape  and 
roll  the  old  surface  before  adding  the  new  surface  material. 

The  repair  of  cement  concrete  surfaces  is  a  comparatively 
new  problem,  as  such  surfaces  have  not  been  in  use  for  many 
years,  and  such  repairs  as  have  been  required  have  been 
due  to  imperfect  workmanship  or  material.  If  the  defects 
to  be  repaired  consist  of  badly  disintegrated  sections,  they 
cannot  be  permanently  repaired  except  by  the  removal  of 
all  material  in  the  sections  to  the  full  depth  of  the  surface 
and  replacing  same  with  new  and  proper  concrete.  If  the 
defects  to  be  repaired  are  minor,  however,  and  consist  mere- 
ly of  small  depressions,  they  may  be  repaired  by  filling  the 
depressions  with  a  bituminous  mixture.  When  a  cement 
concrete  surface  becomes  worn  sufficiently  to  appear  to  re- 
quire renewal,  it  is  impossible  to  renew  the  same  by  adding 
a  new  thin  coat  of  cement  concrete  mixture;  therefore  it 
may  be  said  that  a  cement  concrete  surface  cannot  be  re- 
newed with  the  same  type  of  surface,  but  must  be  entirely 
removed  and  a  new  section  constructed.  This  would  be 
expensive,  however,  and  it  appears  that  the  proper  method 
for  bringing  up  an  old  concrete  surface  is  to  cover  it  with 
a  bituminous  bound  surface  in  place  of  a  cement  concrete 
surface. 

Block  pavements  of  all  kinds  can  be  repaired  or  renewed 
only  by  the  entire  removal  and  replacement  of  the  sections 
to  be  repaired  or  renewed. 


G)nvict  Labor  for  Highway  Work 

By  C.  P.  COLEMAN 
Stat*  Hlfhwax  Commistioner  of  Virginia 

The  first  reference  I  have  been  able  to  find  of  criminals 
used  in  highway  construction  in  Virginia  was  from  a  pam- 
phlet published  in  1848.  These  prisoners  were  hired  out  to 
the  contractors,  I  suppose  by  the  state,  since  I  have  not 
been  able  to  find  a  law  on  the  subject.  They  were  fed  and 
guarded  by  the  contractor,  who  was  also  required  to  give 
a  bond  for  the  return  of  the  men  on  the  completion  of  their 
sentences.  This  manner  of  working  the  men  was  ended  by 
the  Civil  War.  I  understand  that  similar  arrangements  were 
made  by  a  number  of  the  other  states,  but  so  far  as  I  have 
been  able  to  discover,  very  few  men  were  used  in  this  way. 
Just  after  the  reconstruction  period,  Virginia  established 
what  is  known  as  the  county  chain  gang,  or  county  road 
gang  system.  Under  this  plan  a  county  could  establish  a 
prison  road  camp,  using  men  from  its  jails  in  grading  and 
improving  its  roads. 

In  addition  to  this  plan,  the  state  agreed  to  furnish  to 
SMch  counties  as  would  make  application  for  them,  a  force  of 
prisoners  from  the  state  penitentiary,  to  be  used  in  road  im- 
provement, the  superintendent  of  the  penitentiary  to  use  his 
judgment  in  the  selection  of  the  proper  men  for  road  work, 
the  county  agreeing  to  feed,  clothe,  guard  and  otherwise 
provide  for  them  and  to  return  them  to  the  penitentiary  at 
the  expiration  of  their  sentences.  The  superintendent  of 
the  penitentiary  had  general  supervision  of  these  camps  and 
made  soch  rules  and  regulations  from  time  to  time  as  he 
•aw  fit  or  deemed  necessary.  I  recall  visiting  two  of  these 
camps  some  twenty-odd  years  ago  and  my  recollection  is 
that  they  were  run  without  any  regard  to  ordinary  sanitary 


rules  or  regulations.  Should  a  prisoner  escape,  the  county 
paid  all  the  expense  of  the  recapture,  or,  failing  to  recapture, 
the  county  was  fitied  by  the  state.  This  plan  was  either  not 
very  popular,  or  else  the  counties  did  not  realize  the  necessity 
for  improved  road  work,  since  only  a  few  counties  availed 
themselves  of  this  privilege.  As  a  matter  of  fact,  only  four 
counties  of  the  one  hundred  had  camps  of  this  kind  in  1905. 

This  then,  brings  us  to  the  law  under  which  we  are  now 
working.  The  legislature  of  1906,  realizing  that  some  definite 
action  must  be  taken  by  it  for  the  upbuilding  and  improve- 
ment of  the  public  highways  of  the  state,  passed  what  is 
known  as  the  Withers-Lassiter  law  and  created  the  present 
state  convict  road  force.  Under  this  law  the  road  authorities 
of  a  county  desiring  to  improve  their  roads  make  application 
to  the  State  Highway  Commissioner  for  a  camp  of  prisoners. 
The  commissioner  makes  requisition  on  the  superintendent 
of  the  penitentiary  for  the  number  of  men  he  thinks  it  ad- 
visable to  employ  on  the  particular  piece  of  construction. 
These  camps  vary  in  size  from  thirty-five  to  eighty-five  men. 
A  sergeant  with  from  three  to  five  guards  is  sent  out  with 
each  camp.  These  sergeants  and  guards  are  selected  from 
a  list  furnished  the  superintendent  of  the  penitentiary  by  the 
highway  commissioner,  and  must  be  discharged  on  his  writ- 
ten request.  The  sergeant  receives  from  $600  to  $900  and 
board  per  annum,  and  the  guards  from  $300  to  $420  and 
board  per  annum.  These  salaries  compare  favorably  with 
those  paid  in  other  states.  The  camp  is  composed  of  three 
buildings  divided  into  a  sergeant's  and  guards'  house  of  two 
rooms;  a  sleeping  house  for  the  men,  composed  of  two  rows 
of  bunks  with  an  8-ft.  passageway  down  the  center,  and 
a  guard's  stand  at  one  end;  a  dining  house,  divided  into 
a  dining  room  for  the  men,  a  dining  room  for  the  sergeant 
and  guards;  a  storeroom  for  supplies,  and  the  kitchen.  Camp 
sites  are  selected  with  a  great  deal  of  care,  particularly  with 
a  view  to  a  plentiful  supply  of  pure  water  and  proper  drain- 
age; also  that  the  walk  to  and  from  work  may  be  reduced 
to  a  minimum.  This,  in  the  most  extreme  cases,  should 
not  exceed  two  miles.  The  cooking  and  washing,  in  fact  all 
work  about  the  camp,  is  done  by  prisoners,  from  three  to 
five  men  being  assigned  to  this  work.  These  are  taken  from 
the  men  who  are  not  capable  of  doing  the  heavier  classes  of 
road  work.  The  men  are  divided  into  gangs  of  from  eight  to 
fifteen,  each  gang  being  in  charge  of  a  guard  or  a  foreman. 
When  possible  guards  should  be  used  as  foremen.  This  sys- 
tem, that  is  working  prisoners  under  guard,  is  generally  fol- 
lowed in  the  Southern  States.  In  the  Northern  and  Western 
States  the  men  for  road  work  are  selected  from  the  entire 
convict  body  and  only  the  better  class  of  men  are  used. 
As  a  matter  of  fact,  in  Virginia  the  percentage  of  trusties 
to  the  entire  prison  population  is  greater  than  in  any  other 
state,  ranging  from  thirty  to  forty  per  cent.  The  escapes 
amount  to  little  less  than  .035  per  cent.  As  a  matter  of 
fact,  there  were  132  escapes  and  88  recaptures  out  of  a  total 
of  3,509  men  handled.  The  road  work  proper  is  in  charge 
of  an  engineer  or  superintendent,  appointed  by  the  Highway 
Commissioner,  who  receives  from  $900  to  $1,500  per  annum. 
We  have  found  that  in  many  of  our  camps  we  can  combine 
the  duties  of  sergeant  and  superintendent  in  one  man,  saving 
something  in  salary,  and  a  great  deal  in  conflict  of  authority, 
since  we  have  found  it  very  difficult  to  accurately  define  the 
line  between  the  two. 

The  prisoners  are  trained  in  all  classes  of  road  work. 
Trusties  are  made  into  roller-men,  firemen,  blacksmiths,  car- 
penters, drill  runners,  concrete  men,  etc.,  the  trusties  being 
selected  by  the  sergeant  from  the  better  class  of  prisoners. 
The  state  convict  road  force  is  composed  of  all  male  con- 
victs, who  are  considered  safe  by  the  superintendent  of  the 
penitentiary  and  all  male  jail  men  over  sixteen  years  of  age, 
and  this  force  when  placed  on  a  county  road  or  in  a  county 
quarry  is  clothed,  fed,  guarded  and  transported  by  the  state 
and  placed  on  the  road  each  morning  free  of  all  cost  or  ex- 


October  2,  1915  GOOD 

pense  to  the  county.     Prisoners  working  on  the  road  force 

have    for    good    behavior    a    reduction    of    four    days    per 

month  from  the  time  for  which  they  were  sentenced.     The 

last   legislature   appropriated   ?200,000  and   the   jail   fees   for 

that  purpose.     The  men  cost  a  little  less  than  S3  cents  per 

ten-hour  working  day,  which  is  divided  about  as  follows: 

Provisions    213. 

Clothing-     048 

Salaries     193 

Mileage     007 

All    other    expenses _. 067 

Total 528 

By  combining  the  duties  of  the  sergeant  and  superintendent 
of  construction  we  hope  to  very  much  reduce  the  salary 
charge. 

In  my  judgment  the  West  and  North  have  erred  in  at- 
tempting too  elaborate  meals,  while  the  South  has  erred  in 
making  them  too  monotonous.  It  is  certainly  true  that  the 
criminals  of  the  various  sections  are  different,  but  it  is  equally 
true  that  it  would  be  a  mistake  to  give  the  prisoner  a  more 
elaborate  or  a  more  meager  fare  than  he  was  accustomed 
to  as  a  free  man.  The  federal  government  had  undertaken 
some  experiments  along  this  line  and  will  no  doubt  issue  a 
bulletin   giving  the   results   obtained. 

The  county  road  authorities  agree  on  their  part  that  the 
work  shall  be  done  according  to  the  plans  and  specifications 
of  the  State  Highway  Commissioner,  and  under  an  engineer 
appointed  by  him,  and  further,  that  they  will  furnish  all 
teams,  tools,  materials,  etc.,  and  all  necessary  free  labor  to 
carry  on  the  work  systematically  and  economically.  This 
about  equally  divides  the  cost  of  the  road  work  between  the 
county  and  the  state. 

In  the  last  two  or  three  years  so  much  has  been  written 
sentimentally  of  the  convict  as  a  "brother"  and  a  "pal,"  or 
cynically  as  a  "brute"  and  an  "outcast,"  that  it  has  made  it 
rather  difficult  for  those  of  us  who  are  trying  to  carry  on  the 
work  to  a  successful  and  practical   issue. 

The  question  divides  itself  into  two  heads — the  convict  as 
a  prisoner  and  as  a  citizen,  and  naturally  what  is  done  to 
improve  the  condition  of  a  convict  as  a  prisoner  will  make 
for  the  improvement  of  the  prisoner  as  a  citizen.  Therefore, 
it  behooves  us  who  have  to  come  in  touch  with  this  problem 
to  give  it  careful  study  and  consideration.  We  must  realize 
that  the  problem  which  confronts  us  is  a  world-old  one, 
where  the  criminal  using  all  his  wits  in  persistent  endeavor 
to  tear  down  the  laws  which  society  has  deemed  necessary 
for  the  protection  of  its  civilization,  and  with  this  to  learn 
two  things,  to  temper  our  punishment  of,  and  our  mercies  to 
him,  with  justice,  remembering  always  that  he  is  a  human 
being  who,  for  the  protection  of  all  of  us,  it  has  been  neces- 
sary to  confine  as  a  means  of  impressing  on  him  the  necessity 
for  obeying  the  law,  and  that  in  executing  this  law  it  is  our 
duty  to  use  our  utmost  endeavor  to  return  him  to  society- 
better  able  to  cope  with  the  conditions  which  will  confront 
him  when  he  regains  his  freedom.  With  this  before  us  and 
after  nine  years  of  experience,  I  believe,  that  the  solution 
of  the  prison  question — certainly  in  Virginia — is  to  use  the 
men  in  the  construction  and  maintenance  of  our  roads.  In 
road  work  there  is  little  or  no  competition  with  free  labor. 
The  work  and  the  healthy  out-of-door  life  tends  to  build  up 
a  man  physically,  and  when  you  do  that  you  improve  him 
morally;  you  train  him  as  an  expert  in  handling  many  pieces 
of  road  machinery,  and,  therefore,  place  him  in  a  position  to 
earn  an  honest  living  after  his  confinement.  The  work  on 
which  he  is  engaged  is  one  of  pressing  need  to  the  public 
and  creates  in  the  worker  a  kind  of  pride  in  his  own  useful- 
ness. 

I  regret  that  I  am  not  familiar  with  the  convict  road  laws 
of  the  various  states,  but  from  such  as  I  have  seen,  and  using 
those  of  Virginia  as  a  basis,  I  believe  that  an  organization 
along  the  following  general  lines  will  meet  the  condition 
which  we  have  to  confront,  both  from  the  standpoint  of  an 
economist  and  a  penologist. 


ROADS 


209 


There  is  nothing  new  in  the  following  plan,  the  adoption 
of  which  I  have  for  years,  first  as  assistant  Commissioner 
and  later  as  Commissioner,  urged  upon  the  Governor  and  the 
Legislature.  I  would  divide  the  prison  population  into  four 
classes,  and  as  a  matter  of  convenience  we  will  take  these 
classes  in  reverse  order:  Class  4,  long  term  and  dangerous 
men;  class  3,  short  term  convicts  and  jail  men;  class  2, 
trusties,  both  convicts  and  jail  prisoners;  class  1,  paroled 
men. 

Class  4  shall  include  all  murderers,  prisoners  sentenced  to 
the  penitentiary  for  second  or  third  offences,  men  with  rec- 
ords known  to  have  been  bad  prior  to  their  sentence.  These 
men  to  be  dressed  in  stripes — for,  although  I  own,  I  should 
prefer  some  other  distinguishing  mark  with  less  tendency  to 
humiliate  and  degrade  them,  I  realize  that  prisoners  of  this 
class  must  wear  some  badge  of  their  condition — and  worked 
under  guard  in  stockades  in  state  stone  quarries.  These 
quarries  to  be  located  advantageously,  that  is,  with  a  view 
to  the  section  they  are  to  serve,  and  on  some  railroad  or 
railroads  serving  that  section.  This  material  to  be  supplied 
to  the  counties  for  road  purposes  at  the  actual  cost  of  pro- 
ducing the  same.  To  secure  an  economical  distribution  of 
this  material  it  would  be  necessary  to  obtain  very  low  trans- 
portation rates  from  the  railroads.  In  the  State  of  Virginia 
we  have  always  found  the  railroads  ready  and  willing  to  co- 
operate with  and  assist  the  department  in  its  work,  realizing 
that  the  highways  of  the  state  are  the  feeders  of  the  rail- 
roads and  that  the  development  of  the  two  goes  hand  in 
hand. 

Class  3  shall  be  composed  of  first  term  convicts  and  pris- 
oners from  the  city  and  county  jails  and  such  men  from 
class  4  as  by  experience  you  have  found  that  you  can 
trust,  even  in  a  small  degree.  These  men  should  have  some 
distinctive  dress  and  I  would  suggest  blue  or  brown.  The 
men  from  this  class  to  be  distributed  throughout  the  state  to 
the  various  state  road  camps  and  to  be  worked  under  guard 
in  the  construction  of  the  county  or  district  roads,  a  small 
per  diem  to  be  paid  them  by  the  county,  one-half  of  which 
shall  be  paid  them  from  month  to  month  and  the  remainder 
to  be  paid  them  on  the  completion  of  their  sentence.  This 
would  insure  their  having  a  small  amount  of  money  when 
they  are  given  their  liberty. 

Class  2  to  be  made  up  of  trusties  or,  as  they  are  called  in 
some  states,  honor  men,  to  be  taken  from  class  3,  as  they 
develop  into  men  to  be  trusted.  These  men  to  wear  ordi- 
nary khaki  suits  and  to  be  worked  without  guards,  either 
in  camps  composed  entirely  of  trusties,  or  to  be  distributed 
to  the  other  state  road  camps  to  be  used  as  drivers,  cooks, 
yardmen,  enginemen,  roller-men,  in  small  gangs  to  spread 
stone  or  shape  road,  in  building  concrete  bridges,  culverts 
and  headwalls.  These  men  to  be  paid  by  the  counties  in 
which  they  are  working,  but  rather  more  than  class  3,  and 
to  be  graded  in  their  pay  according  to  the  class  of  work 
which  they  are  doing. 

Class  1.  These  men  to  be  taken  from  class  2  and  to  be 
paroled  for  good  behavior  and  good  work,  on  the  recom- 
mendation of  the  .State  Highway  Commissioner  and  the 
superintendent  of  the  penitentiary.  They  will  wear  ordinary 
clothing  and  are  to  be  paroled  to  the  Maintenance  Depart- 
ment of  the  State  Highway  Commission  and  assigned  by  it  to 
the  various  counties  of  the  state  to  be  used  as  patrolmen  or 
in  gangs  on  the  maintenance  of  the  roads  which  have  been 
constructed  under  the  state's  supervision.  They  are  to  be 
furnished  with  proper  quarters  and  to  be  paid  a  monthly 
salary  by  the  county  in  which  they  are  working,  the  amount 
of  this  wage  to  be  agreed  on  between  the  State  Highway 
Department  and  the  county  officials.  Paroled  men  under 
this  system  would  be  made  a  regular  part  of  the  state  and 
county  free  labor  road  force,  the  only  difference  being  that 
the  men  would  be  required  to  report  monthly  to  some 
general  head  and  to  be  governed  by  the  parole  laws  of  the 
state. 


210 


GOOD    ROADS 


October  2,  1915 


The  prisoners  are  now  being  trained  in  the  construction 
of  roads  and  it.  therefore,  follows  that  they  could  use  the 
knowledge  thus  obtained  in  the  maintenance  of  these  roads 
after  their  construction.  The  state  would,  in  this  way,  reap 
a  double  benefit  for  the  service  of  these  men,  giving  them 
honorable  employment  on  the  completion  of  their  prison 
terms  and  in  addition  getting  the  benefit  of  the  training 
which  they  have  received  during  their  confinement.  Along 
this  line  there  are  a  number  of  instances  where  the  men,  on 
the  completion  of  their  sentences,  have  been  employed  by 
the  contractors  as  free  laborers,  also  by  the  farmers  who 
live  near  the  work  on  which  they  have  been  engaged,  and 
by  the  road  force  of  the  county,  thus  keeping  them  away 
from  their  former  haunts. 

The  success  or  failure  of  your  convict  labor  road  work 
will  depend  on  the  man  in  charge.  But  given  a  man  of  firm- 
ness, one  with  strength  of  character  enough  to  keep  his  de- 
partment out  of  politics,  I  believe  you  will  have  solved  two 
very  important  questions,  the  betterment  of  your  criminal 
classes  and  the  improvement  of  your  roads. 


Resurfacing  Old  Roads 

By  WILXJAM   D.  UHLER 
ChW  Eacuwcr,  PenntylvanU  State  Hi(hway  Department 

One  of  the  most  important  problems  confronting  road 
authorities  today  is  the  question  of  resurtacing  or  rehabili- 
tating old  stone  roads.  This  condition  in  most  cases  is  the 
result  of  neglect.  Failure  to  make  repairs  or  to  restore  the 
worn-out  portions  before  a  road  has  deteriorated  through  to 
the  foundation  necessitates  the  rebuilding  of  the  road  and  a 
large  expenditure;  whereas,  through  skilled  maintenance,  the 
outlay  can  be  reduced  materially  and  spread  over  a  period 
of  years.  There  are,  of  course,  other  reasons  for  resurfac- 
ing old  roads,  as,  for  instance,  the  improper  selection  of  the 
original  material,  which  is  responsible  for  rapid  deterioration; 
and  the  constantly  increasing  and  varied  traffic  causing  abra- 
sive action  too  severe  for  the  type  of  road.  This  latter 
condition  is  noticeable  particularly  in  suburban  communities 
and  communities  where  water  bound  macadam  roads  were 
laid  in  the  early  stages  of  development,  and  where  the  popu- 
lation has  increased  rapidly  and  where  all  classes  of  vehicu- 
lar trafl^c  have  caused  the  original  roadway  to  deteriorate 
more  rapidly  than  would  have  been  the  case  had  the  develop- 
ment not  occurred,  thus  creating  the  necessity  for  repairing 
and  resurfacing  in  order  to  make  the  wearing  qualities  of 
the  road  as  good  as  those  in  the  nearby  cities. 

The  essential  points  to  be  considered  in  the  selection  of 
a  proper  type  of  surface  for  an  old  stone  road  are  the  char- 
acter and  amount  of  traffic,  the  grades,  and,  as  a  rule,  that 
most  important  factor,  the  funds  available  for  the  work. 
When  the  traffic  has  been  determined  and  the  character  of 
•urfacing  selected,  a  thorough  study  should  be  made  of  the 
stone  road  is  a  suitable  base  for  almost  any  type  of  surface. 
have  been  sacrificed  for  the  want  of  proper  attention  to  the 
foundation,  and  too  often  it  is  taken  for  granted  that  any 
stone  road  is  a  suitable  base  for  most  any  type  of  surface. 
Test  holes  should  be  made  at  sufficient  intervals  in  the  road 
to  determine  the  depth  of  the  existing  foundation,  and  usually 
It  IS  found  that  a  considerable  portion  must  be  restored  be- 
fore a  surface  can  be  applied.  Irrespective  of  the  type  of 
surface  selected,  the  preparation  of  the  foundation  must  be 
given  the  same  careful  attention.  Too  much  stress  cannot 
be  laid  on  the  desirability  of  having  proper  lines  and  grades 
before  resurfacing,  in  order  to  avoid  increasing  or  perpetuat- 
ing the  difficulties  of  future  improvement  of  these  roads. 
The  question  of  providing  proper  underdrainagc  must  be 
considered  and  drains  installed  where  necessary. 

In  order  that  the  various  methods  to  be  employed  may  be 


described  conveniently,   this  paper  will  be   divided  into  the 
following  classifications: 

First:    Water  bound  and  bituminous  macadam. 

Second:    Bituminous  concrete  and  sheet  asphalt. 

Third:  Vitrified  or  other  block  pavement. 

Water  Bound  and  Bituminous  Macadam 

The  methods  used  in  the  preparation  of  the  base  for  both 
water  bound  and  bituminous  macadam  are  the  same.  If  any 
holes  or  depressions  are  found  in  the  base,  the  road  should 
be  dug  out  and  replaced  with  good  sized,  clean  stone,  keyed 
with  a  smaller  size,  and  rolled  with  a  10-ton  power  roller  until 
thoroughly  compacted.  The  roadway  should  then  be  cleaned 
thoroughly  and  the  existing  surface  broken  or  loosened  with 
picks,  harrows,  or,  if  necessary,  rollers  equipped  with  spikes, 
so  that  the  new  material  will  bind  properly  with  the  old 
surface.  Where  the  new  surface  is  wider  than  the  old  base, 
or  where,  in  improving  the  line,  it  rests  partly  on  the  old 
surface  and  partly  on  the  old  shoulder,  it  is  necessary  to  pro- 
vide a  new  first  course  or  base  where  an  old  one  does  not 
exist,  in  order  to  support  properly  the  top  layer  or  wearing 
surface. 

After  the  base  course  has  been  finished,  there  should  be 
laid  a  layer  of  properly  graded,  approved  stone,  passing  a 
2%-in.  mesh  screen  and  be  retained  on  a  1-in.  mesh  screen, 
this  stone  being  known  as  "yi-'m.  stone."  The  stone  should  be 
spread  upon  the  base  course  with  shovels,  from  piles  along 
the  side  of  the  road  or  from  a  dumping  board,  but  in  no 
case  should  the  stone  be  dumped  upon  the  first  course  sur- 
face. This  layer  should  be  rolled  with  a  roller  weighing  not 
less  than  ten  tons  until  it  is  compacted  to  a  firm  and  even 
surface.  The  total  thickness  of  the  surface  course  should  be 
not  less  than  3  or  4  ins.,  after  rolling.  When  a  surface 
course  of  a  depth  of  3  ins.  is  specified  it  should  be  laid  in 
one  layer,  and  a  4-in.  course  should  be  laid  in  two  layers  of 
2  ins.  each. 

Should  difficulty  be  experienced,  while  rolling,  in  getting 
the  stone  to  compact  thoroughly,  sprinkling  with  water  or 
spreading  lightly  with  screenings  will  prove  beneficial. 

After  the  surface  course  of  stone  has  been  thoroughly 
rolled,  screenings,  varying  in  size  from  dust  to  J4  in.,  should 
be  spread,  with  shovels,  from  piles  along  the  side  of  the 
road,  or  from  dumping  boards,  but,  again,  in  no  case  should 
the  screenings  be  dumped  directly  upon  the  surface  of  the 
stone.  These  screenings  should  then  be  thoroughly  rolled  with 
a  10-ton  steam  roller,  additional  dry  screenings  applied,  and 
the  rolling  continued  without  the  use  of  water  until  the  inter- 
stices of  the  stones  are  filled.  The  road  should  then  be 
sprinkled  with  water,  rolled,  additional  screenings  spread  and 
the  sprinkling  and  rolling  continued  until  the  surface  is  well 
l)onded  and  set.  The  rolling  in  all  cases,  should  begin  at  the 
eides  and  work  toward  the  center  of  the  roadway,  thor- 
oughly covering  the  area  with  the  rear  wheels  of  the  roller, 
and  should  be  continued  until  the  surface  is  hard  and  smooth 
and  shows  no  perceptible  tracks  from  vehicles  passing  over 
it. 

To  protect  a  water  bound  macadam  road  from  tlie  ravages 
of  automobile  traffic  it  should  be  given  a  bituminous  surface 
treatment  of  either  approved  tar  or  asphalt.  Prior  to  apply- 
ing this  bituminous  material,  the  surface  of  the  road  should 
be  cleaned  thoroughly,  by  sweeping  with  machine  and  hand 
brooms.  After  all  the  caked  dust  has  been  scraped  off  and 
the  stone  exposed  uniformly  over  the  surface,  the  bituminous 
material  should  be  applied. 

Bituminous  Macadam 

In  resurfacing  with  bituminous  macadam  the  base  course 
should  be  prepared  as  for  water  bound  macadam,  after  which 
broken  stone  passing  a  254-in.  screen  and  retained  on  a  1-in. 
screen  should  be  spread  on  the  base  course  with  shovels,  from 
piles  along  the  side  of  the  road,  or  from  a  dumping  board, 
to  a  depth  of  3  ins.,  after  rolling.    After  the  broken  stone  ha? 


October  2,  1915 


GOOD    ROADS 


211 


been  laid  and  placed  true  to  line  and  grade  and  cross  section, 
it  should  be  rolled,  with  a  roller  weighing  not  less  than  ten 
tons,  until  the  stone  has  been  thoroughly  compacted  and 
ceases  to  creep  in  front  of  the  roller.  When  the  rolling  has 
been  finished,  there  should  be  spread  evenly  over  the  surface 
a  quantity  of  approved  bituminous  binder,  not  less  than  1% 
nor  more  than  1J4  gals,  to  each  square  yard  of  surface  area. 
The  binder  should  be  heated  to  the  proper  temperature  for 
the  material  used. 

After  the  bituminous  binder  has  been  applied,  there  should 
be  spread  a  layer  of  J^-in.  dry,  crushed,  approved  stone,  free 
from  dust,  and  in  such  quantity  as  will  just  cover  the  sur- 
face and  fill  the  surface  voids.  Rolling  should  then  be  con- 
tinued until  the  surface  is  thoroughly  bonded;  the  surface 
then  should  be  swept  clean  of  all  loose  stone  and  an  applica- 
tion of  bituminous  binder,  of  approximately  H  gal.  to  the 
square  yard  of  surface  area,  applied  evenly.  This  binder,  in 
turn,  should  be  covered  immediately  with  a  thin  layer  of  dry 
stone  chips,  free  from  dust,  and  rolled  lightly.  The  quantity 
of  chips  should  be  .just  sufficient  to  absorb  the  excess  of  bitu- 
minous material  remaining  on  the  surface  and  to  prevent 
the  existence  on  the  surface  of  an  excess  of  binder. 

Bituminous  Concrete  and  Sheet  Asphalt  Resurfacing 

Bituminous  concrete  and  sheet  asphalt  pavements  should  be 
laid  on  a  concrete  base,  instead  of  on  the  old  existing  maca- 
dam foundation  which,  heretofore,  has  been  the  generally 
accepted  practice  for  country  roads.  In  view  of  the  increased 
amount  and  change  in  character  of  traffic,  even  though  slight- 
ly more  expensive,  it  is  advisable  to  provide  for  either  a  4-in. 
or  a  S-in.  concrete  base  on  top  of  the  broken  stone  or  telford 
base,  due  to  the  tendency  of  macadam  to  shift  or  to  con- 
solidate further  under  traffic  and  possible  sub-grade  trouble, 
all  of  which  tend  to  bring  about  a  wavy  or  uneven  condition 
of  the  surface. 

In  resurfacing  old  water  bound  macadam  roads,  where  the 
base  consists  of  either  telford  or  macadam,  the  broken  stone 
surface  should  be  _  removed  to  a  depth  sufficient  to  conform 
to  the  required  cross  section  and  grade.  Where  the  telford 
surface  is  exposed  the  irregularities  are  broken  off  with  a 
napping  hammer  and  the  depressions  filled  in  and  upon  this 
prepared  surface  is  placed  a  4-in.  concrete  base,  mixed  in  the 
proportions  of  1:3:6,  laid  so  as  to  secure  a  very  rough  but 
regular  surface  to  form  a  bond  between  the  concrete  base 
and  the  bituminous  top.  In  conjunction  with  the  concrete 
base  a  concrete  header  curb  should  be  constructed  extending 
6  ins.  beyond  the  fixed  edges  of  the  bituminous  pavement  and 
to  the  finished  grade.  After  the  concrete  base  has  developed 
a  hard  set,  and  from  one  to  two  days  prior  to  the  placing  of 
the  bituminous  wearing  surface,  the  base  should  be  cleaned 
thoroughly  of  loose  and  foreign  material,  by  sweeping,  and 
then  covered  with  an  asphaltic  cut-back  mixture  consisting 
of  equal  parts,  by  volume,  of  asphaltic  cement,  55  to  65  pene- 
tration, and  commercial  naphtha,  52  to  55  gravity,  the  mixture 
being  applied  by  a  pressure  distributor  at  the  rate  of  %  gal. 
to  the  square  yard.  The  object  of  this  paint  coat  is  to  secure 
a  better  bond  between  the  concrete  base  and  the  bituminous 
top.  The  bituminous  top,  2  ins.  in  thickness,  is  laid  under 
the  same  requirement  as  to  preparation,  laying,  rolling  and 
inspection  as  for  a  standard  sheet  asphalt  pavement. 

The  following  penetrations  are   recommended  for  the  as- 
phaltic cement: 


Heavy  team  or 
motor  trafBc. 

Trinidad   asphalt    45-50  penetration 

Bermudez,  Mexican  and 

California    50-55  penetration 


Medium  or 

light  traffic. 

50-55  penetration 

55-60  penetration 


Experience  has  demonstrated  that  the  turning  of  traffic  on 
and  off  a  bituminous  surface  will  result  in  grinding  or  crack- 
ing the  edges  and  also,  unless  a  perfect  bond  has  been  secured 
with  the  base, — and  this  cannot  be  relied  upon — heavy  wheel 
loads,  at  a  distance  of  1  to  2  ft.  from  the  edge,  will  produce 
a  spreading  of  the  bituminous  surface.  To  prevent  this,  pro- 


vision should  be  made,  no  matter  what  the  formation  may  be, 
for  a  6-in.  concrete  header  curb  on  either  side  of  the  road  if 
it  is  not  paved  to  the  full  width. 

In  resurfacing  with  a  sheet  asphalt  top,  the  concrete  foun- 
dation should  be  laid  true  to  line  and  grade;  and  the  binder 
and  wearing  surface  laid  to  a  uniform  depth  and  raked  to  true 
cross  section  and  grade,  after  which  it  must  be  rolled  thor- 
oughly. 

Unquestionably,  the  most  important  single  point  in  the 
laying  of  sheet  asphalt  wearing  surfaces  is  the  rolling.  More 
pavements  are  failing  today  through  displacement  from  orig- 
inal form  than  from  all  other  causes  combined,  and  aside 
from  other  reasons  to  which  this  result  may  be  attributed — 
and  there  are  undoubtedly  many — it  is  certain  that  unless  a 
pavement  is  free  from  waves  at  the  time  of  its  completion 
it  never  will  be,  as  the  tendency  of  the  pavement  is  to  push 
under  traffic,  thus  increasing  the  wavy  condition.  It  is  im- 
portant, therefore,  that  all  pavements  should  be  thoroughly 
compressed,  carefully  rolled  and  cross  rolled. 

In  the  preparation  of  bituminous  mixtures  all  materials 
should  be  subjected  to  rigid  plant  and  laboratory  inspection. 
Vitrified  Brick  and  Other  Block  Pavements 
Where  the  character  of  traffic  demands  block  pavements,  it 
is  poor  practice  to  lay  them  on  other  than  a  stable  founda- 
tion. Under  these  circumstances,  it  is,  as  a  rule,  more  eco- 
nomical to  use  either  a  S-in.  or  6-in.  concrete  base,  the  depth 
depending  upon  the  character  and  volume  of  traffic  for  which 
it  is  designed.  If  a  concrete  base  is  used,  it  should  be  laid 
true  to  line,  grade  and  cross  section,  after  which  a  sand 
cushion  should  be  spread  to  a  uniform  depth  of  from  1  in.  to 
lyi  ins.  This  cushion  should  be  shaped  carefully,  to  a  true 
cross  section,  by  means  of  a  templet  having  a  steel  faced 
edge  covering  at  least  half  the  width  of  the  area  to  be  paved. 
The  cushion  should  then  be  moistened  slightly  and  rolled  over 
its  entire  surface  with  a  hand  roller.  After  rolling,  the  temp- 
let should  be  drawn  over  the  surface  again  to  shape  the 
cushion  finally. 

The  blocks  meeting  the  required  test  should  be  laid  on 
edge  in  straight  rows  at  right  angles  to  the  curb,  except  at 
intersections,  which  should  be  paved  at  an  angle  of  45  de- 
grees to  the  center  lines  of  the  intersecting  roadways.  After 
the  blocks,  as  laid,  have  been  inspected  and  approved  for 
rolling,  and  the  surface  swept  clean,  the  pavement  should  be 
rolled  with  a  self-propelled  roller,  weighing  not  less  than 
three,  nor  more  than  five  tons.  The  rolling  should  commence 
at  the  edge  and  continue  back  and  forth  toward  the  center 
until  the  center  of  the  roadway  is  reached,  then  the  opposite 
side  should  be  rolled  in  like  manner.  The  pavement  should 
•then  be  rolled  transversely  at  an  angle  of  45  degrees,  re- 
peating the  operation  in  the  opposite  direction.  Before  and 
after  this  rolling  has  taken  place,  all  broken  or  injured  blocks 
should  be  removed  and  replaced. 

After  thorough  rolling,  the  joints  should  be  filled  with 
grout,  composed  of  one  part  clean  sand  and  one  part  Port- 
land cement.  Special  attention  must  be  paid  to  the  mixing 
and  placing  of  the  grout;  the  standard  practice  recnmmende-i 
by  the  National  Paving  Brick  Manufacturers'  Association 
should  be  followed.  Soon  after  the  joints  have  been  grouted 
and  the  cement  filler  has  set,  the  expansion  joints  next  to  the 
curb  should  be  poured.  Attention  also  should  be  paid  to  se- 
curing a  proper  bituminous  filler,  which  will  not  be  too  brittle 
in  winter  nor  too  soft  in  summer. 

The  same  general  practice  as  here  outlined  for  vitrified 
block  pavement  is  applicable  to  a  more  or  less  extent  in  the 
laying  of  either  granite  or  wood  block,  the  difference,  as  a 
rule,  being  that  in  the  laying  of  granite  block  the  sand  cushion 
is  from  1%  to  2  ins.  in  depth.  The  blocks  should  be  sorted 
and  gauged,  those  of  the  same  width  and  depth  being  paved 
in  consecutive  rows  across  the  full  width  of  the  road  and 
rammed  with  hand  rammers  instead  of  being  rolled,  after 
which  they  should  be  grouted  with  a  cement  grout. 


212 


GOOD    ROADS 


October  2,  1915 


in  paving  with  wood  block  a  layer  of  mixed  sand  and 
cement  1  in.  in  thickness,  mixed  dry  in  the  proportion  of  one 
part  Portland  cement  to  four  parts  of  sand,  should  be  spread 
upon  the  base  and  brought  to  a  surface  parallel  to  the 
gndt  and  contour  of  the  finished  pavement. 

Prior  to  the  laying  of  the  wood  blocks  this  cushion  of  sand 
and  cement  should  be  sprinkled  lightly  with  clean  water  and 
the  blocks  immediately  set  thereon.  Care  should  be  taken  to 
set  the  blocks  with  the  fibre  of  the  wood  vertical,  in  straight 
parallel  courses,  at  right  angles  to  the  curb.  After  laying, 
the  blocks  should  be  rolled  with  a  self-propelled  roller  weigh- 
ing not  less  than  three  nor  more  than  five  tons  and  the  joints 
then  filled  with  fine,  clean,  dry  sand  passing  a  10-mesh  sieve. 

No  attempt  has  been  made  to  give  in  detail  the  specifica- 
tions for  all  classes  of  material  entering  into  the  various 
methods  of  resurfacing,  as  this  information  can  be  obtained 
from  any  of  the  standards  now  in  use. 

The  foregoing  description,  however,  covers  in  general  ihe 
methods  employed  in  resurfacing  work  but,  in  order  that  the 
best  results  may  be  obtained,  there  are  several  points  which 
should  be  emphasized  in  summarizing  the  subject. 

In  the  resurfacing  of  water  bound  macadam  it  is  frequently 
the  case  that  the  engineer  in  charge  of  the  work  allows  too 
small  a  stone  to  be  used,  which,  it  is  true,  will  require  de- 
cidedly less  rolling,  but  will  not  stand  the  motor  traffic  of 
today. 

Another  fault  quite  often  found  is  the  spreading  of  screen- 
ings before  the  l}4-in.  stone  is  thoroughly  locked,  and  very 
frequently  using  too  large  quantities  of  screenings,  thereby 
causing  a  heavy  crust  to  form  on  the  road  surface. 

The  success  of  the  bituminous  treatment  of  water  bound 
macadam  roads  depends  entirely  upon  the  cleanliness  of  the 
road  before  the  application  of  the  material.  Many  failures 
are  due  to  the  lack  of  proper  care  in  this  most  important  de- 
tail. In  cleaning  the  surface  of  the  road,  the  sweepi.igs  should 
be  windrowed  along  the  edges  of  the  wearing  surface,  in 
order  to  prevent  the  running  off  of  the  bituminous  material, 
which  later  should  be  swept  back  on  the  road.  Special  atten  ■ 
tion  should  also  be  given  to  applying  the  chips,  just  sufficient 
chips  being  used  to  prevent  the  traffic  from  picking  up  the 
bituminous  material. 

In  bituminous  macadam  or  penetration  work,  no  bituminous 
binder  should  be  applied  unless  the  stone  surface  is  thor- 
oughly dry,  and  the  temperature  of  the  air  is  65°  F.,  or 
higher.  Special  attention  should  be  paid  to  the  heating  and 
applying  of  the  binder. 

One  of  the  important  features  in  connection  with  obtain- 
ing the  best  results  in  bituminous  concrete  construction  is 
the  use  in  the  wearing  surface  of  good,  hard,  durable  stone, 
free  from  dirt  and  decomposed  material,  as  decomposed  stone 
in  the  mixture  will  naturally  develop  weak  spots  in  the  pave- 
ment and  ultimately  result  in  failure. 

The  penetration  of  the  asphaltic  cement  used  in  the  mixture 
should  be  governed  by  the  character  of  the  traffic  require- 
ments. 

A»  before  suted,  the  success  of  all  bituminous  concrete 
and  bituminous  pavements  is  very  largely  dependent  upon 
the  rolling,  and  the  best  results  can  be  obtained  only  by 
using  a  light  roller  for  the  initial  compression  and  a  heavier 
roller  for  the  final  compression,  with  an  equal  amount  of 
transverse  and  longitudinal  rolling. 

In  the  laying  of  sheet  asphalt  or  bituminous  concrete,  where 
brick  gutters  are  used  and  adjacent  to  block  runners  along 
car  tracks,  it  is  good  practice  to  lay  the  finished  surface  of 
the  pavement  from  %  io  'A  in.  higher  than  the  brick  gutters 
or  runners.  It  is  difficult  in  the  rolling  to  secure  final  com- 
pression next  to  these  blocks,  and  traffic  will  further  com- 
press that  portion  of  the  pavement,  naturally  causing  the 
development  of  low  spots  which  hold  water  and  result  in 
deterioration. 

Special  attention  should  be  paid  also  to  the  heating  of  the 


various  aggregates  entering  into  the  pavement  and  also  to 
the  combined  mix,  as  many  failures  are  caused  by  over-heat- 
ing. No  over-heated  material  should  be  used  under  any  cir- 
cumstances, as  failure  is  bound  to  result. 

In  vitrified  block  paving  avoid  the  tendency  to  place  too 
great  a  depth  of  sand  cushion,  as  latter  day  experience  has 
proven  that  the  sand  working  up  in  the  joints  has  been  re- 
sponsible for  many  failures,  and  the  success  of  the  pavement 
is  dependent  very  largely  upon  the  method  of  mixing  and 
applying  the  grout  filler.  The  grouting,  although  a  simple 
proposition,  has  in  many  cases  been  handled  so  carelessly 
that  the  success  of  a  good  pavement  has  been  destroyed. 

The  practice  of  placing  transverse  joints  in  brick  pave- 
ments appears  to  be  unnecessary,  as  the  curb  joints  generally 
will  suffice. 

In  laying  wood  block  pavements,  care  should  be  taken  to 
see  that  the  wood  blocks  are  properly  protected  from  the 
elements  when  delivered  on  the  job  and  before  laying,  as  too 
frequently  the  material  is  delivered  along  the  line  of  the 
work  so  far  ahead  of  the  laying  that  the  blocks  dry  out,  and, 
after  placing,  if  they  become  saturated,  undue  expansion  re- 
sults. 

The  old  road  having  been  resurfaced,  its  life  and  success 
depends  upon  maintenance,  which  in  turn  depends  largely 
upon  attention  to  details.  A  patrol  maintenance  system  will 
do  more  to  preserve  roads  and  pavements,  and  prevent  de- 
terioration, than  any  one  thing. 

Tlie  trouble  in  the  past  has  been  that  the  average  engineer 
has  been  interested  only  in  the  construction  end  of  the  work, 
while  the  most  important  problem  confronting  the  road  engi- 
neer of  today  is  the  rehabilitation  and  proper  maintenance  of 
the  old  resurfaced  roads. 


The  Benefits  and  Burdens  of  Better  Roads 

By  S.  E.  BRADT 
Secretary,    Illinois    State    Highway    Commission. 

Without  doubt,  the  great  majority  of  the  people  are  in 
favor  of  better  roads;  the  disagreement  comes  when  they 
consider  the  degree  of  betterment,  which  is  the  determin- 
ing factor  in  the  amount  of  the  burden  it  will  impose  upon 
the  community.  It  is  my  purpose  in  this  paper  to  show 
that  if  we  have  the  correct  type  of  road  construction  and 
if  the  cost  is  properly  distributed,  the  burden  will  rest  lightly 
upon  all  and  will  be  small  in  comparison  to  the  benefits. 

Good  Roads  the  Concern  of  All 

Road  improvement  is  fundamentally  an  economic  problem 
and  affects  either  directly  or  indirectly  our  entire  citizenship, 
regardless  of  whether  its  members  live  in  the  country,  the 
town  or  the  crowded  city;  regardless  of  whether  they  drive 
a  pleasure  car,  a  lumber  wagon,  or  walk  the  streets  of  the 
tenement  district.  The  greatest  direct  benefits  will  come  to 
the  users  of  the  road;  but  in  each  instance  there  are  indirect 
benefits  reaching  a  greater  number  of  people,  and  hence  of 
greater  importance  finally  than  the  direct  benefits. 

For  our  purpose  we  will  classify  the  users  of  the  road  as 
follows: 

I.     The  Farmer: 

(a)  in  hauling  his  surplus  products  to  the  shipping 
point,  or  direct  to  the  consumer.  (This  traffic  at 
the  present  time  is  largely  horse-drawn,  but,  with 
a  better  road  system,  will  gradually  change  to 
motor-driven.) 

(b)  in  carrying  his  children  to  school,  his  family  to 
church  or  to  the  city  entertainment. 

II.  The  Lumberman  or  the  Mine  Owner: 

(a)   in  hauling  his  product  to  the  shipping  point. 

(This  traffic  is  decreasing,  as  competition   forces 


October  2,  1915 


GOOD    ROADS 


213 


the  elimination  of  the  expense  of  hauling  by 
bringing  the   railroad   nearer.) 

III.  The  Business  Man: 

(a)  in   saving   his  time. 

(b)  in  lessening  upkeep. 

(This   traffic   is   now  largely   motor-driven.) 

IV.  The  Tourist: 

interpreted  here  to  mean  all  travellers  for  recre- 
ation, whether  to  the  adjacent  town  or  across  the 
continent. 

(This  traffic  is  mainly  motor-driven.) 
Let  us  look  at  some  of  the  benefits  to  these  four  classes 
more   in   detail,   and   also  note   some   of  their   indirect  influ- 
ences: 

I   and   II — Benefit   to   the    Farmer,   Lumberman   and   Mine 
Owner  in  Hauling  Products 

The  entire  surplus  production  of  the  farm  and  many  of 
the  products  of  the  forest  and  mine  must  first  be  hauled 
over  our  country  roads  to  the  shipping  point.  The  Office 
of  Public  Roads  estimates  the  cost  of  this  hauling  at  not 
less  than  $500,000,000  annually.  It  further  estimates  that 
improved  roads  would  reduce  this  cost  one-half;  which 
would  result  in  a  saving  of  $250,000,000  annually. 

Indirect  Gain  to  All  People.— While  this  gain  of  $250,000,- 
000  would  be  a  direct  benefit  to  the  farmer,  the  lumberman 
and  the  mine  owner,  it  would  be  an  indirect  gain  to  the  en- 
tire people.  The  carrying  of  these  products  to  the  shipping 
point  is  as  much  a  factor  in  distribution  as  is  carrying  it  from 
the  shipping  point  to  the  consumer.  The  people  are  quick 
to  recognize  that  any  increase  in  freight  rates  means  an  in- 
crease in  the  price  of  commodities,  but  have  failed  to  real- 
ize that  the  cost  of  hauling  to  the  railway  station  is  equally 
a  factor  in  their  cost  and  hence  in  the  cost  of  living.  Freight 
rates  have  been  reduced  since  1837  nearly  90  per  cent.,  but 
during  that  time  there  has  been  practically  no  reduction  in 
the  cost  of  highway  transportation.  The  reason  for  this  is 
that  railroads  have'  been  constructed  and  operated  from  the 
standpoint  of  paying  interest  and  dividends,  which  has 
forced  systematic  and  economic  management;  whereas  our 
highways,  because  of  our  failure  to  appreciate  their  eco- 
nomic importance,  have  been  neglected  and  the  limited 
amount  of  work  expended  upon  them  has  been  unsystem- 
matic,  uneconomical  and  without  satisfactory   returns. 

Benefit  to  City  Residents. — An  indirect  benefit  of  no 
small  consequence  accrues  hereby  to  the  resident  of  the  city 
in  the  delivery  of  the  products  of  the  farm  and  truck  garden 
direct  frqm  producer  to  consumer.  This  means  not  only 
more  palatable  food,  but  food  that  is-  more  sanitary  as  well. 

Benefit  to  the  Farmer's  Family  Educationally. — The  inac- 
cessibility of  the  country  school  for  several  months  of  the 
year  due  to  impassable  roads  is  one  of  the  great  drawbacks 
to  country  life.  Another  drawback  is  the  small  school  dis- 
trict supported  by  a  few  farmers  and  with  a  small  number  of 
children  and  a  small  assessed  valuation  from  which  to  col- 
lect taxes  for  its  support.  This  results  in  a  low  salaried 
teacher,  conducting  a  poor  school  with  poorer  surround- 
ings. 

Consolidated  School. — The  solution  of  this  problem  lies  in 
the  consolidated  rural  school,  specializing  in  the  agricultural 
branches  which  will  give  the  pupils  an  insight  into  the  prob- 
lems of  the  farm  and  inspire  them  with  the  wonderful  op- 
portunity for  the  improvement  of  farm  life,  financially,  so- 
cially and  mentally.  Better  roads  will  mean  more  consol- 
idated schools  and  larger  units  of  consolidation  which  will 
give  more  funds  and  greater  school  facilities,  or  will  mean 
access  to  the  city  schools  without  leaving  the  farm. 

Social  Advantages. — Again,  the  farmer  will  receive  a  direct 
benefit  from  good  roads  in  the  increase  of  social  and  relig- 
ious advantages.  The  lack  of  these  is  felt  most  keenly  by 
the   wife   and   children   and   is   often   the   determining   factor 


in  the  decision  of  the  boy  and  the  girl  to  leave  the  farm. 
This  is  traceable  directly  to  road  conditions  which  gener- 
ally keep  them  at  home  for  several  months  during  the  win- 
ter and  spring,  and  can  be  overcome  only  through  improving 
the  roads  so  that  the  country  church  and  the  city  entertain- 
ments are  accessible  at  all  seasons. 

Dependence  Upon  Farmer. — Both  educationally  and  so- 
cially the  farmer  would  receive  the  greatest  direct  advan- 
tage from  road  improvement,  but  it  must  be  remembered 
that  no  one  class  of  our  citizens  can  improve  themselves 
financially,  educationally,  socially  or  religiously  without  in- 
directly benefiting  every  other  class  of  our  citizens.  This  is 
doubly  true  of  the  farmer.  People  have  lived  without  the 
merchant,  the  manufacturer  or  the  banker  and  could  do  so 
again,  but  the  failure  of  the  farmer  to  produce  his  annual 
crop  would  mean  starvation.  A  partial  failure  would  mean 
higher  prices  and  unsatisfied  hunger  for  some.  As  popula- 
tion increases  we  must  have  a  constantly  increasing  food  sup- 
ply. Adding  to  the  educational  and  social  advantages  of 
farm  life  means  more  attractive  farms,  more  farmers,  greater 
efficiency,  as  well  as  more  permanency  in  production,  a  larger 
and  hence  a  cheaper  food  supply. 

Improved  Surroundings. — Outside  of  the  tangible  bene- 
fits to  the  farmer  already  enumerated  there  are  others  not  so 
evident.  As  a  man  tears  down  the  old  house  and  builds  in  its 
place  a  modern  one,  not  that  he  will  make  money  by  the 
transaction  but  that  he  will  add  to  the  comfort,  the  pleas- 
ure and  satisfaction  of  himself  and  his  family,  so  will  he 
for  the  same  reason  advocate  and  stand  ready  to  pay  his 
share  of  the  cost  of  a  better  road.  The  better  road  and  the 
automobile  combined  with  the  modern  house,  the  telephone 
and  the  free  delivery  of  mail,  the  consolidated  school,  the 
resuscitated  country  church,  will  make  the  farm  home  an  at- 
tractive place  for  the  boy  and  the  girl,  for  the  father  and 
mother.  This  combination  will  not  only  check  the  farm  to 
city  movement,  but  will  make  the  "back  to  the  farm  move- 
ment" a  practical  possibility. 

III. — The  Business  Man 

We  have  considered  the  benefit  to  the  farmer,  the  lumber- 
man and  the  mine  owner  as  users  of  the  road.  Now  let  us 
look  at  the  benefit  to  the  business  man  from  the  same  stand- 
point. In  these  days  we  have  come  to  measure  distance 
more  by  minutes  and  hours'  than  by  miles.  The  saving  of 
time  to  the  business  man  is  often  the  difference  between  suc- 
cess and  failure.  In  this  saving  of  time  the  automobile  is 
one  of  his  most  useful  agents,  and  the  better  the  road  the 
greater  is  its  usefulness  to  him. 

IV.— The  Tourist 

The  benefit  of  road  improvement  to  the  tourist  as  a  user 
of  the  road  is  self-evident;  and  to  attract  and  hold  the  tour- 
ist we  must  have  good  roads.  We  have  the  expanse  of  ter- 
ritory, the  scenic  effects  and  the  historic  spots.  We  lack 
only  the  improved  roads  to  make  this  country  the  mecca  for 
the  tourists  of  the  world. 

The  indirect  benefit  of  this  traffic  to  the  United  States  is 
the  expenditure  of  millions  of  dollars  at  home  rather  than  in 
foreign   countries. 

The  Automobile  Owner. — To  convey  some  idea  of  the  di- 
rect benefit  of  improved  roads  to  automobile  owners  I  would 
call  attention  to  the  fact  that  there  are  over  2,000,000  auto- 
mobiles in  use  in  the  United  States  today  and  they  are  be- 
ing manufactured  at  the  rate  of  over  500,000  annually.  It 
is  a  conservative  estimate  to  say  that  a  system  of  improved 
roads  would  mean  a  saving  to  the  owners  in  tires,  repairs, 
and  gasoline  of  not  less  than  $50  per  car  per  year,  or  a  total 
of  $100,000,000  annually  on  the  cars  now  in  use. 

Let  us  summarize  some  of  the  benefits.  Better  roads  will 
mean:  Better  farmers,  greater  farm  efficiency,  less  tenancy, 
larger  production,  higher  land  values,  cheaper  distribution, 
cheaper  commodities,  purer  milk,  fresher  vegetables,  less  gas- 


214 


GOOD    ROADS 


October  2,  1915 


oline,  less  tire  trouble,  better  rural  schools,  better  school  at- 
tendance, better  social  conditions,  better  rural  churches, 
more  attractive  rural  homes,  more  boys  staying  on  the  farm, 
more  girls  marrying  farmer  boys,  more  sociability,  better  cit- 
izenship. 

For  the  business  man  they  will  mean  more  time  for  work 
and  more  time  for  play  with  lessened  expense  in  maintain- 
ing his  machine;  and  for  the  tourist  more  places  of  beauty 
and  historic  interest  to  visit  and  greater  comfort  in  visiting 
them. 

The  Burdens  of  Better  Roads 

The  question  now  arises,  are  the  benefits  worth  the  cost? 
Fortunately,  the  answer  to  this  question  has  not  been  left  to 
OS.  The  American  people  have  already  answered  it  in  the 
affirmative.  The  people  as  a  whole  stand  for  progress  and 
without  doubt  road  improvement  is  to  be  one  of  the  greatest 
factors  in  national  progress.  In  some  sections  of  the  coun- 
try, however,  owing  to  the  fact  that  local  legislation  fails  to 
place  the  burden  of  taxation  in  the  proper  place,  or  does  not 
afford  proper  facilities  for  the  equitable  financing  of  the  bur- 
den, the  work  is  advancing  slowly. 

In  discussing  the  burdens  I  shall  consider:  1,  the  size  of 
Ihe  burdens;  2,  who  shall  carry  them?  3,  how  can  they  be 
carried  ? 

Mileage  to  Be  Improved. — We  have  in  the  United  States 
approximately  2,200,000  miles  of  highways.  By  relocation 
and  eliminating  the  unnecessary  sections  this  would  be  easily 
reduced  to  less  than  2,000,000  miles.  Of  this  2,000,000  miles 
some  240,000  are  already  improved,  leaving  1,760,000  miles 
to  be  improved. 

Cost  Depending  on  Conditions. — What  it  will  cost  to  im- 
prove this  1,760,000  miles  depends  chiefly  upon  the  type. 
This  in  turn  should  be  determined  by  the  amount  and  kind 
of  traffic.  Investigation  has  shown  that  20  per  cent,  of  our 
roads  carry  approximately  80  per  cent,  of  the  traffic.  It, 
therefore,  follows  that  this  20  per  cent,  should  be  built  of 
a  more  permanent,  hence  more  costly  type,  than  the  remain- 
ing 80  per  cent.  It  is  also  true  that  there  is  a  large  varia- 
tion of  traffic  on  the  different  sections  of  this  20  per  cent,  of 
the  system,  which  would'  mean  a  considerable  variation  in 
type  and  width,  hence  in  cost  of  construction.  From  the 
foregoing  it  will  be  seen  that  to  determine  the  cost  of  a 
system  of  roads  over  a  given  area,  there  should  be  a  study 
of  the  local  conditions  in  each  section  of  the  area.  This 
survey  should  include  a  count  showing  the  number  and  kind 
of  vehicles  with  approximate  loads,  the  population  of  the 
tributary  territory,  the  industries  of  the  locality  and  avail- 
able road  building  material.  I  have  no  knowledge  of  any 
large  section  where  such  a  survey  has  been  made,  and,  hence, 
in  order  to  give  any  figures  that  would  indicate  the  approxi- 
mate burdens  of  better  roads,  it  is  necessary  to  rely  upon  es- 
timatea. 

Illinois  as  An  Illustration.— For  this  purpose  I  shall  take 
the  State  of  Illinois.  Many  of  the  states  having  state  aid 
in  road  work  have  laid  out  a  system  of  through  routes,  and 
main  market  roads  comprising  from  10  to  20  per  cent,  of 
their  total  mileage.  Illinois  has  such  a  system  which  in- 
cludes about  16,000  miles  (17  per  cent,  of  the  total  94,000 
miles).  Local  officials  report  that  of  the  94,000  miles  9^000 
are  improved.  We  will  assume  that  3,000  miles  of  the  im- 
proved roads  are  included  in  our  state  aid  system  of  16,000 
miles,  thus  leaving  still  to  be  improved  13,000  miles  of  the 
•aid  system.  Our  estimate  of  the  cost  of  improving  this 
13,000  miles  is  as  follows: 

IIZ  "".!•■  I    *\l-To MS.000.000 

JoOO       ••       i        6000 60,000.000 

"*        •■"""• 24,000.000 

1129,000,000 

Cost  to  Taxpayer.— As  before  stated,  the  different  esti- 
matet  of  costs  arise  from  different  widths  of  the  roads  as 


well  as  different  types  of  construction,  depending  upon  traf- 
fic, and  are  purely  estimates,  as  we  have  taken  no  traffic 
census.  There  will  be  a  variation  both  as  to  the  number  of 
miles  in  each  class  and  the  cost,  but  we  assume  that  the  en- 
tire system  can  be  adequately  improved  within  the  estimate. 
This  sum  of  $129,000,000  spread  over  a  period  of  20  years 
would  require  $6,450,000  annually.  On  the  assumption  that 
the  average  equalized  assessed  valuation  for  the  state  for  the 
next  20  years  will  amount  to  $3,000,000,000,  the  above  $6,- 
450,000  would  cost  the  taxpayer  an  average  of  21^  cts.  per 
$100  of  assessed  valuation.  This  would  mean  that  the  man 
owning  a  home  valued  at  $1,500,  assessed  at  $500,  would  pay 
$1.07  per  year. 

Cost  to  Farmer. — Under  our  state  aid  system  by  which 
the  state  and  the  county  each  pay  one-half  the  cost  of  the 
state  aid  roads,  the  farms  of  the  state  on  the  average  pay 
40  per  cent,  of  the  cost  of  the  improvement,  the  balance' 
of  60  per  cent,  being  paid  by  personal  property,  cities,  vil- 
lages and  corporations.  Forty  per  cent,  of  the  $6,450,000 
required  annually  would  be  $2,580,000,  which  would  be  the 
proportion  paid  by  the  farmers.  This,  divided  among  the 
34,000,000  acres  of  farm  land  in  Illinois,  would  mean  a  cost 
of  7  cts.  per  acre  annually  for  a  period  of  20  years  to  the 
farms  of  Illinois  for  the  improvement  of  this  system  of 
13,000  miles  of  roads.  This  is  assuming  that  all  of  the 
money  is  provided  by  a  direct  tax  with  no  assistance  from 
any  special  tax,  or  from  the  federal  government.  Even  on 
this  basis  the  burden  when  spread  over  the  entire  state,  is 
small. 

Improvement  of  Connecting  Roads. — You  will  say  that 
we  have  provided  for  only  20  per  cent,  of  our  mileage, 
which  is  true;  but  we  have  provided  for  80  per  cent,  of  the 
traffic.  Further,  our  townships  are  levying  at  this  time  a 
tax  from  which  they  realize  over  $7,000,000  annually  which 
will  be  applied  to  the  improvement  of  the  remaining  80 
per  cent,  of  the  roads.'  Again,  inasmuch  as  these  roads  re- 
ceive only  20  per  cent,  of  the  traffic,  it  follows  that  they 
should  be  improved  at  a  very  much  less  cost  per  mile,  and 
that  upon  a  large  part  of  the  mileage,  because  of  light 
traffic,  the  economical  type  of  construction  will  be  a  well 
graded  and  drained  earth  road  with  systematic  dragging. 
Illinois  with  a  little  less  than  the  average  of  improved  roads 
should  be   fairly  typical  of  the  general  average. 

Distribution  of  Burden. — Another  feature  that  has  a  very 
important  bearing  upon  this  question  of  how  burdensome 
the  cost  of  better  roads  will  prove  to  be  is  the  matter  of  its 
distribution  among  the  different  taxing  bodies. 

Burden  Concern  of  All. — We  have  shown  that  road  im- 
provement is  no  longer  a  matter  of  purely  local  concern, 
but  of  benefit  to  all.  It  is  also  evident  from  all  the  esti- 
mates of  cost  given  for  Illinois  that  the  cost  in  the  aggre- 
gate involves  a  sum  comparable  only  to  the  cost  of  our 
railway  systems,  from  which  it  follows  that  we  must  have 
assistance  from  all  possible  sources.  These  sources  are: 
The  federal  government,  which  derives  its  income  mainly 
from  customs  and  internal  revenue,  thus  drawing  indirectly 
from  all  classes;  the  state  tax,  reaching  all  property  within 
the  state  and  including  all  the  large  cities  and  corporations, 
as  well  as  many  fees  and  special  taxes;  the  county  and 
township  taxes,  more  localized  in  their  scope  and  nearer 
the  source  of  the  benefits;  and  in  addition  to  the  above  the 
automobile  and  kindred  license  fees,  collected  from  a  cer- 
tain part  of  those  benefited.  All  of  these  channels  are 
utilized  at  the  present  time  except  that  no  aid  is  received 
from   the  federal   government. 

Federal  Aid.— If  our  statement  is  true  that  all  the  people 
are  benefited  by  good  roads,  then  all  the  people  should  share 
the  burdens.  There  are  in  the  United  States  many  mil- 
lions of  people  who  pay  no  town,  county  or  state  taxes,  and 
who  can  only  aid  in  this  work  through  indirect  taxes  which 
they  pay  to  the  federal  government.     Hence  only  through 


October  2,  1915 


GOOD    ROADS 


215 


federal  aid  can  these  millions  be  called  upon  to  share  their 
part  of  the  burden. 

The  government  has  in  recent  years  taken  a  considerable 
amount  from  the  revenue  contributed  at  home  and  expended 
it  in  improving  the  highway  systems  of  Cuba  and  our  island 
possessions,  but  has  steadfastly  declined  to  assist  in  im- 
proving the  roads  at  home.  It  is  committed  to  the  principle 
of  aiding  and  fostering  internal  improvements  along  other 
lines,  having  expended  many  millions  for  public  buildings, 
rivers  and  harbors  and  other  similar  improvements.  It  has 
even  gone  to  the  extent  of  purchasing  foreign  territory  for 
the  purpose  of  constructing  a  world  water-way  upon  which 
it  has  expended  300  to  350  millions  of  dollars.  Many  of 
these  improvements  were  needed,  and  all  are  beneficial  to  a 
restricted  number  of  people,  but  no  one  will  say  that  these 
benefits  are  at  all  comparable  to  the  benefits  which  would 
have  been  derived  from  the  expenditure  of  an  equal  amount 
of  money  in  road  improvement.  That  this  same  amount  of 
money  would  reach  a  vastly  greater  number  of  people  and 
cause  a  much  greater  development  of  the  resources  of  the 
country,  if  expended  on  roads,  does  not  admit  of  success- 
ful contradiction. 

Roads  Important  to  National  Defense. — To  look  at  the 
matter  of  federal  aid  from  another  standpoint,  we  hear  much 
in  these  days  about  our  lack  of  preparedness  for  defense, 
in  the  case  of  attack,  and  the  indications  are  that  public  sen- 
timent favors  the  strengthening  of  our  army  and  navy  and 
our  coast  defense;  but  no  preparation  for  defense  will  be 
complete  without  the  proper  improvement  of  our  highways. 

The  war  now  in  progress  is  a  conflict  in  which  the  ma- 
chinery of  war  is  playing  the  most  important  part;  and  no 
part  of  the  machinery  is  more  important  in  its  general 
utility  than  the  motor-driven  vehicle.  As  an  illustration  of 
the  part  it  is  taking,  I  would  call  attention  to  the  fact  that 
in  the  year  ending  June  1  we  shipped  to  Europe  13,432 
trucks,  saying  nothing  of  the  unfilled  orders,  and  that  we 
are  now  sending  to  the  war  zone  an  average  of  over  100 
trucks  per  day.  'Trucks  without  roads  would  be  useless. 
And  if  the  government  is  to  prepare  any  adequate  plans 
for  defense  it  cannot  overlook  the  improvement  of  our 
highways. 

Amount  of  Federal  Aid. — The  extent  to  which  the  govern- 
ment should  assist  in  road  improvement  should  be  com- 
mensurate with  the  importance  of  the  project  and  with  the 
amount  of  money  required  to  carry  it  on.  We  are  now  ex- 
pending annually  over  $200,000,000.  It  would  appear  that 
assistance  to  the  extent  of  $50,000,000  would  not  be  out  of 
place.  We  have  been  expending  about  that  amount  an- 
nually on  the  Panama  Canal,  which  is  now  completed.  This 
amount  of  money  could  be  profitably  expended  in  further- 
ing road  development.  Whether  the  government  shall 
construct  a  system  of  government  roads,  or  assist  the 
states  in  the  improvement  of  rural  mail  routes  is  not  so 
important,  as  enlisting  the  government  in  the  work.  The 
economic  advantages  undoubtedly  lie  in  a  cooperation  of 
the  state  and  federal  departments;  but  it  is  not  my  purpose 
to  discuss  this  matter. 

Cost,  How  Provided. — The  next  question  that  arises  is: 
How  shall  the  money  be  raised?  Shall  we  proceed  on  the 
"pay  as  you  go"  plan,  or  shall  we  borrow  the  money?  I 
have  shown  that  to  build  these  roads  over  a  period  of  20 
to  25  years  would  not  be  burdensome  to  the  people,  but 
public  sentiment  is  rapidly  working  toward  the  point  of  de- 
manding immediate  improvement  of  a  fair  proportion  of  this 
mileage,  especially  the  main  roads.  In  other  words,  they 
\yant  them  now.  There  can  be  no  argument  against  the 
''pay  as  you  go"  system  if  you  have  the  money,  or  are  will- 
ing to  wait  for  the  improvement  until  you  can  raise  the 
money;  but  if  you  haven't  the  money  and  dp  not  want  to 
wait  you  will  be  obliged  to  borrow. 


Issuing  Bonds. — There  are  certain  rules  which  should 
govern  in  issuing  bonds  for  road  improvement. 

1.  Bonds  should  not  be  issued  so  as  to  place  any  burden 
upon  the  future  taxpayer  for  which  he  does  not  receive  full" 
value. 

2.  Bonds  should  be  issued  to  mature  serially. 

Under  these  rules  it  follows  that  bonds  should  not  be 
issued  for  temporary  work.  It  also  follows  that  the  dura- 
bility of  the  improvement  should  be  one  of  the  important 
factors  in  determining  the  rapidity  with  which  the  bonds 
should  be  retired. 

The  issuing  of  bonds  maturing  serially  has  the  advantage 
of  avoiding  the  necessity  for  providing  a  sinking  fund  to  re- 
tire them  at  some  future  date;  and  what  is  equally  important, 
the  taxpayer  is  paying  for  the  improvement  at  the  same 
time  that  he  is  wearing  it  out.  Under  these  rules  paying 
for  road  improvements  through  the  issuing  of  bonds  is  the 
most  equitable  system  of  financing.  As  an  illustration, 
instead  of  paying  this  year  the  entire  cost  of  improving  a 
small  piece  of  road,  would  it  not  be  better  to  use  the  same 
amount  of  money  in  paying  one  installment  upon  the  cost 
of  improving  the  entire  road?  In  the  first  instance,  the 
community  would  pay  the  entire  cost  of  the  small  part  and 
drive  through  the  mud  on  the  balance  of  the  road;  while 
in  the  second  instance  they  would  have  the  entire  road  im- 
proved, and  the  taxpayers  using  the  road  each  year  there- 
after would  pay  a  share  of  the  cost. 

Automobile  License  Fees. — Another  source  of  revenue  for 
road  construction  and  maintenance  outside  of  taxation  and 
bond  issues  is  the  automobile  and  kindred  license  fees.  These 
fees  are  reaching  as  much  as  a  million  dollars  annually  in 
some  states  and  are  a  decided  help  in  carrying  on  the  work. 
They  are  paid  very  willingly  by  owners  of  automobiles 
when  the  money  is  being  economically  used  in  improving 
the  highways. 

Economy  and  Efficiency  in  Construction. — Finally,  the 
burdens  will  be  materially  decreased  by  a  careful,  systematic 
and  economic  expenditure  of  the  people's  money.  Not  only 
that,  but  the  people  will  cheerfully  pay  for  improvements 
that  give  them  value  received.  In  many  states  we  are  still 
struggling  with  the  small  unit  of  control  which  is  sure  to 
give  unsystematic  work  and  uneconomic  results.  Only  to 
the  extent  that  road  construction  is  systematized  and  con- 
nected from  the  state  department  to  the  district  organiza- 
tion, with  trained  and  efficient  road  builders  in  charge,  will 
we  be  able  to  give  to  the  people  the  proper  returns  for  the 
money  expended. 

Conclusion. — I  have  already  summarized  the  benefits  to 
be  derived  from  better  roads.  I  have  endeavored  to  show 
that,  while  the  burden  is  large  in  the  aggregate,  if  properly 
distributed  over  a  series  of  years,  it  will  be  comparatively 
small  to  each  individual,  and  that  the  direct  saving  through 
the  use  of  the  road  over  a  period  of  years  will  pay  for  the 
improvement;  that  the  federal  government  should  join  with 
the  state,  the  county,  and  the  township  in  carrying  this 
burden;  that  the  issuance  of  bonds  for  this  improvement  is 
equitable  if  under  proper  restrictions;  that  we  should  con- 
serve all  road  funds  by  systematic  work  under  competent 
direction. 

A  prominent  writer  has  said  that  the  era  just  passed  is 
the  "steam  age"  and  that  we  are  now  entering  the  "gasoline 
age,"  also  that  the  "steam  age"  is  responsible  for  the  de- 
velopment of  the  great  railway  systems  of  the  country  and 
that  the  "gasoline  age"  will  bring  about  a  like  development 
of  the  highways;  further  that  the  result  of  the  "steam  age" 
has  been  the  concentration  of  the  people  as  well  as  capital 
in  large  centers,  whereas  the  tendency  of  the  "gasoline  age," 
both  as  to  people  and  capital,  will  be  from  the  city  toward 
the  country.  This  statement  is  unquestioned  as  regards  the 
past  and  its  prophecy  as  to  the  future  is  in  harmony  with 
the  trend  of  the  times. 


216 


GOOD    ROADS 


October  2,  1915 


Operation  of  the  Scranton  Municipal  Asphalt 
Repair  Plant 

The  municipal  asphalt  repair  plant  of  the  city  of  Scranton, 
Pa.,  which  was  built  in  the  fall  of  last  year,  was  started  on 
April  IS.  1915,  and  during  the  period  from  then  until  Sep- 
tember 8  was  operated  a  total  of  81  days,  during  which  time 
27,712.64  sq.  yds.  of  topping  were  laid  at  a  cost  of  approxi- 
mately 92  cts.  per  sq.  yd.  The  labor  cost  of  operation  during 
this  time,  including  the  material  used,  amounted  to 
$10,250.71. 

The  principal  units  of  the  plant,  which  was  built  by  the 
F.  D.  Cummer  &  Son  Co.,  of  Cleveland,  Ohio,  are  a  Cum- 
mer drier,  storage  bins,  a  Cummer  asphalt  mi.xer,  two  asphalt 
melting  kettles  and  a  50-HP.  electric  motor  for  operating 
the  machinery. 


^^^1 

■^      ^^^^^^^^^^ff^^J*' 

I 

Li 

^^^^^^^^^^^^^H^^^^^^^^^^^^2 

MUNICIPAL  ASl'HALT  REPAIR  PLANT  OF  THE  CITY  OF 
SCRANTON.  PA. — SIDE  VIEW. 

The  capacity  of  the  drier  is  20  tons  of  sand  or  stone  per 
hour.  The  hot  sand  and  stone  storage  bin  has  a  capacity 
of  20  tons  and  is  located  directly  over  the  mixer.  It  is 
divided  into  two  compartments  and  is  surmounted  by  a 
revolving  screen  to  which  the  sand  and  stone  are  delivered 
by  an  elevator.  The  hot  sand  and  stone  are  discharged  by 
gravity  into  a  weighing  box,  as  is  also  the  lime  dust  which 
i*  elevated  in  a  separate  elevator  to  the  dust  bin. 


HillANT(j.V  MC.N-ICII'AL  AWHALT  REPAIR  PLANT— END 
VIEW   SHOWING   ELEVATOR. 

The  mixer  is  steam  jacketed  and  has  a  capacity  of  10  cu.  ft. 
It  is  »o  mounted  as  to  provide  ample  head  room  and  width 
under  it  to  admit  automobile  trucks  in  which  the  mixture 
can  be  carried  to  the  work. 

Each  melting;  kettle  has  a  capacity  of  500  cu.  ft.  and  ia 


equipped  with  three  continuous  coils  of  1^^-in.  steam  pipe. 
The  kettles  are  placed  so  that  their  bottoms  are  3  ft.  above 
the  mixer,  and  discharge  to  an  asphalt  weighing  bucket  over 
the  mixer. 

Electricity  for  the  motor  is  supplied  to  the  city  of  Scran- 
ton by  the  Scranton  Electric  Co.  Steam  for  the  melting 
kettles,  the  air  pump  and  the  jacketing  of  the  asphalt  pipes 
is  supplied  by  an  8S-HP.  Scotch  type  boiler,  built  for  u. 
working  pressure  of  125  lbs.  The  condensed  steam  from 
the  melting  kettles  is  trapped  and  automatically  returned 
to  the  boiler. 

The  plant  is  housed  in  a  building  the  main  part  of  which 
is  three  stories  high,  covered  and  roofed  with  corrugated 
steel.  The  second  floor  is  on  a  level  with  the  mixer  and 
the  third  floor  is  on  a  level  with  the  top  of  the  asphalt 
melting  kettles.  The  asphalt  is  lifted  in  barrels  from  the 
ground  to  the  third  floor  by  means  of  a  barrel  elevator. 

The  total  cost  of  the  plant  was  $14,601,  of  which  $1,201 
was  paid  for  the  building.  When  operating  at  full  capacity, 
7  men  and  a  foreman  are  employed.  The  7  men  comprise 
a  mixerman,  an  assistant  mixerman,  2  firemen  and  3  labor- 
ers, the  total  cost  of  this  force,  not  including  the  foreman, 
being  $18.25  per  day. 


NEWS     NOTES 


Thnt  liondM  are  lieins  t'onntrlli'f ed  In  Texas  at  the  Bxpense 
of  MalntenaiK'e  Is  chargeil  in  a  recent  bulletin  of  the  Agrri- 
cultnral  and  Mechanical  Collegre  of  Texas,  written  by  B.  K. 
Cophlan,  Associate  Professor  of  Highway  Engineering  at  the 
college.  In  the  bulletin,  which  is  entitled  "Gravel  Roads."  the 
author  states  that:  "It  is  unfortunately  true  that  we  are  now 
spending  in  the  state  of  Texas  millions  of  dollars  for  road  im- 
provement without  taking  thought  regarding  the  maintenance 
of  the  roads  thus  built,  and  especially  where  bond  money  has 
been  used  to  build  roads  this  lack  of  maintenance  Is  little 
short  of  criminal."  Gravel  is  used  very  extensively  for  road 
surfacing  In  the  state  of  Texas,  and  Professor  Coghlan  em- 
phasizes the  necessity  of  maintaining  such  surfaces.  He  then 
goes  on  to  classify  maintenance  Into  three  systems:  First, 
the  periodical  system;  second,  the  system  by  which  repairs  are 
made  once  a  year,  and,  third,  the  system  under  which  defects 
are  repaired  as  soon  as  discovered.  The  first,  which  he  char- 
acterizes as  "really  a  system  of  periodical  reconstruction,"  Is 
the  one  commonly  found  In  Texas,  he  says.  The  third  method, 
according  to  Professor  Coghlan,  is  unfortunately  extremely 
ra-e  in   the  state. 


That  the  Bronomic  Klllelency  of  Concrete  Roadn  Ix  at  Pres- 
ent Iindetermlned  but  that  the  Indications  are  that  this  type 
of  constriirtion  will  prove  well  suited  to  certain  conditions 
is.  In  substance,  the  first  of  the  conclusions  arrived  at  by 
Charles  H.  Moorefield  and  James  T.  Voshell,  Senior  Highway 
Engineers  of  the  Office  of  Public  Roads  and  Rural  Engineer- 
ing, U.  S.  Department  of  Agriculture,  In  a  recent  bulletin  on 
"Portland  Cement  Concrete  Pavements  for  Country  Roads." 
Among  the  other  conclusions  set  forth  are  the  following: 
That  the  one-course  type  of  pavement  is  much  preferable  to 
the  two-course  type,  although  there  are  conditions  under 
which  the  adoption  of  the  two-course  method  may  be  Justifi- 
able: that  the  proportion  of  the  cement  to  sand  and  coarse 
aggregate  should  not  be  less  than  about  1  to  5,  and  that  the 
proportion  of  sand  to  coarse  aggregate  should  not  be  less 
than  H4  to  3  nor  greater  than  1  to  3;  that  all  types  of  ex- 
pansion loints  which  have  yet  been  devised  require  careful 
and  frequent  attention  to  prevent  rapid  deterioration  In  their 
vicinity,  and  better  results  are  obtained  by  placing  the  joints 
at  an  angle  of  about  75  degrees  to  the  center  line  of  the 
road;  that  thin  bituminous  wearing  surfaces  for  concrete 
pavements  can  not  at  present  be  economically  justified,  al- 
though It  Is  possible  that  experience  will  develop  some  method 
of  constructing  such  surfaces  to  give  uniformly  satisfactory 
results,  and  that  intelligent  engineering  supervision  Is  abso- 
lutely essential  in  concrete  pavement  construction  because 
defective  materials  or  workmanship  can  not  readily  be  re- 
paired after  the  completion  of  the  pavement  and  are  not 
usually  apparent  uptll  a  pavement  has  been  in  use  for  some 
time. 


October  2,  1915 


GOOD    ROADS 


217 


AMERICAN  ROAD  BUILDERS' 

ASSOCIATION 

160 

NASSAU    STREET 
NEW  YORK,  N.  Y. 

President 
GEO.  W.  TILLSON,  Brooklyn,  N.  Y. 

^^ 

Third  Vice  President 
(Office   to  be   filled.) 

First  Vice  President 

Secretary 

A.  W.  DEAN.  Boston,  Mass. 

y^i^L'^jy 

E.  L.  POWERS,  New  York.  N.  Y. 

Second  Vice  President 

^%^fi^!w 

Treasurer 

A.  B.  FLETCHER,  Sacramento,  Cal. 

Xa:sj2gi»^ 

W.  W.  CROSBY,  Baltimore,  Md 

Through  the  courtesy  of  the  publisher  of  "^ Good  Roads,'" 
this  page,  each  month,  is  devoted  to  the  use  of  the  American 
Tiflad  Builders'  Association.  It  is  solely  in  the  interests  of  the 
Association,  and  it  is  the  desire  of  the  Executive  Committee  that 
all  members  feel  that  this  space  is  their  own,  and  that  they 
contribute  freely  to  it,  not  only  as  regards  anything  concerning 
the  Association  itself,  but  also  that  which  will  further  the  good 
roads  movement.  Besides  the  official  announcements  of  the 
Association,  there  will  appear  on  the  page  contributions  by 
members,  items  of  news  concerning  the  Association  activities 
and  personal  notes  about  its  members.  All  contributions  should 
be  sent  to  the  headquarters  of  the  Association  at  150  Nassau 
Street,  New  Yori,  N.  Y. 

Executive  Committee: 
Nelson  P.  Lewis 
A.  fV.  Dean 
E.  L.  Powers 

The  Proceedings  of  the  Pan-American  Road 
Congress  at  Oakland 

As  was  noted  on  the  Road  Builders'  Page  in  the  issue  of 
August  7,  each  member  of  the  Association  who  was  in  good 
standing  on  June  1  of  this  year  will  be  entitled  to  a  copy 
of  the  official  "Proceedings"  of  the  Pan-American  Road 
Congress,  which  was  held  at  Oakland  last  month. 

According  to  present  plans,  the  "Proceedings,"  like  those 
of  the  annual  conventions  of  the  A.R.B.A.,  will  contain  the 
papers  and  formal  discussions  presented  at  the  congress,  a 
verbatim  report  of  the  discussions  and  reports  of  other  mat- 
ters incidental  to  the  congress.  The  volume  will  contain 
a  mass  of  technical  information,  and  information  on  what  is 
being  done  in  road  work  in  various  parts  of  the  country,  that 
will  prove  of  great  value  to  road  builders. 

The  plans  of  the  Executive  Committee  of  the  Pan-Ameri- 
can Road  Congress  contemplate  the  prompt  issuance  of  the 
"Proceedings." 


A.  R.  B.  A.  Business  Meeting  at  the  Pan- 
American  Road  Congress 

The  business  meeting  of  the  A.R.B.A.  at  the  Pan-American 
Road  Congress,  which  was  announced  on  this  page  in  the 
issue  of  September  4,  was  held  on  Thursday,  September  16. 

The  principal  business  coming  before  the  meeting  was  the 
selection  of  a  Nominating  Committee,  which,  according  to 
the  by-laws,  must  consist  of  seven  members,  "not  more  than 
two  of  whom  shall  be  residents  of  a  single  state."  The 
committee  elected  consists  of  the  following: 

Richard  H.  Gillespie,  Chief  Engineer  of  Sewers  and  High- 
ways, Borough  of  the  Bronx,  New  York,  N.  Y. 

James  H.  MacDonald,  former  State  Highway  Commis- 
sioner of  Connecticut. 

George  W.  Cooley,  State  Engineer  and  Secretary  of  the 
State  Highway  Commission  of  Minnesota. 

Samuel  Hill,  Honorary  Life  President  of  the  Washington 
State  Good   Roads  Association. 


William  D.  Uhler,  Chief  Engineer  of  the  Pennsylvania 
State    Highway    Department. 

W.  E.  Atkinson,  State  Highway  Engineer  of  Louisiana. 

S.  E.  Bradt,  Secretary  of  the  Illinois  State  Highway 
Commission. 

In  accordance  with  the  by-laws  of  the  Association,  this 
committee  must,  within  three  weeks,  submit  to  the  Secre- 
tary the  names  of  the  candidates  for  the  various  offices  to 
be  filled,  which  include  those  of  the  executive  officers  and 
six  members  of  the  Board  of  Directors.  After  the  receipt 
of  these  names,  letter  ballots  are  sent  out  by  the  Secretary 
at  least  30  days  before  the  date  of  the  annual  meeting,  at 
which  the  ballots  are  counted. 

The  annual  meeting  is  held  on  the  first  Friday  in  Febru- 
ary of  each  year  and  in  1916  will  come  on  February  4. 


A.  R.  B.  A.  Notes 

Governor  Charles  W.  Gates  of  Vermont,  Chairman  of  the 
Executive  Committee  of  the  Pan-American  Road  Congress, 
who  was  expected  to  open  the  congress  at  Oakland  last 
month,  was  called  home  shortly  after  reaching  Oakland  by 
the  death  of  his  mother  and  was,  therefore,  unable  to  attend 
the  congress. 

William  H.  Connell,  Chief  of  the  Bureau  of  Highways  and 
Street  Cleaning  of  Philadelphia,  Pa.,  and  a  member  of  the 
Board  of  Directors  of  the  A.R.B.A.,  was  the  author  of  an 
article,  printed  in  "Good  Roads"  for  September  11,  describ- 
ing the  planning  boards  installed  in  the  Philadelphia  Bureau 
of  Highways. 

Frederick  H.  Clark,  Superintendent  of  the  Department  of 
Public  Works  and  Engineering  of  Springfield,  Mass.,  was 
one  of  the  speakers  at  the  banquet  held  in  connection  with 
the  recent  meeting  of  the  Massachusetts  Highway  Associa- 
tion, of  which  he  is  President.  The  meeting  was  held  at 
Worcester,  Mass. 

J.  M.  F.  de  Pulligny,  Honorary  Member  of  the  American 
Road  Builders'  Association,  attended  the  International  Engi- 
neering Congress  at  San  Francisco  last  month.  M.  de  Pul- 
ligny was  granted  two  months'  leave  of  absence  from  the 
French  Army  in  order  to  represent  his  government  at  the 
congress.  He  is  well  known  to  road  builders  because  of  his 
work  as  the  Director  of  the  French  Mission  of  Engineers, 
which  was  in  the  United  States  for  some  time  studying  engi- 
neering practice  in  this  country. 

Nelson  P.  Lewis,  Chief  Engineer  of  the  Board  of  Estimate 
and  Apportionment,  New  York,  N.  Y.,  and  Past  President 
of  the  American  Road  Builders'  Association,  has  been  des- 
ignated chairman  of  the  committee  appointed  by  Mayor 
Mitchel  of  New  York  City  to  investigate  the  recent  acci- 
dents in  the  subways  under  construction  in  that  city.  George 
W.  Tillson,  Consulting  Engineer  to  the  President  of  the 
Borough  of  Brooklyn,  New  York,  N.  Y.,  and  Amos  L. 
SchaeflFer,  Consulting  Engineer  of  Sewers,  Borough  of  Man- 
hattan, New  York,  N.  Y.,  are  among  the  other  members 
pf  the  committee. 


218 


GOOD    ROADS 


October  2,  1915 


COMING  MEETINGS 


October  4-7.— Northwestern  Road  Congress.  —  Annual 
meeting.  Cedar  Rapids,  la.  Secy-Treas.,  J.  P.  Keenan, 
Sentinel  Bldg.,  Milwaukee,  Wis. 

October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— .\nnual  convention,  Dayton,  O.  Secretary,  Will 
P.  Blair.  B.  of  L.  E.  Bldg.,  Cleveland,  O. 

October  12-13— Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingham,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16— Southern  Appalachian  Good  Roads  Associa- 
tion— .\nnual  convention,  Bluefield,  W.  Va.  Secretary,  C.  B. 
Scott,   Richmond,  Va. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
niflf,  705   North  American   Bldg.,   Philadelphia,   Pa. 

December  14-17. — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  Secretary,  Her- 
bert  N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916. — National  Conference  on  Concrete 
&oad  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicaoo,  111. 


Sub-Committees  for  the  Second  National  Conference 
on  Concrete  Road  Building 

The  various  sub-committees  for  the  Second  National  Con- 
ference on  Concrete  Road  Building  have  recently  been  ap- 
pointed. As  noted  in  previous  issues  of  "Good  Roads,"  the 
conference  will  be  held  at  the  Auditorium  Hotel,  Chicago,  111., 
February  15-18,  1916.    The  sub-committees  are  as  follows: 

1. — Drainage  and  Preparation  of  Subgrade:  Hector  J. 
Hughes,  Chairman,  School  of  Engineering,  Harvard  Univer- 
sity and  Massachusetts  Institute  of  Technology,  Cambridge, 
Mass.,  Chairman;  Clinton  Cowen,  State  Highway  Commis- 
sioner of  Ohio;  George  W.  Cooley,  State  Engineer  of  Minne- 
sota; George  A.  Quinlan,  County  Superintendent  of  High- 
ways, Cook  County,  111.;  Edward  T.  Beck,  Edward  T.  Beck 
&  Co.,  Contractors,  Cuba,  N.  Y. 

2. — Economical  Widths  of  Pavement  and  Shoulders:  J.  J. 
Cox,  Instructor  in  Civil  Engineering,  University  of  Michi- 
gan, Chairman;  Wm.  W.  Marr,  Chief  State  Highway  Engi- 
neer of  Illinois;  Wm.  A.  Stinchcomb,  County  Surveyor  of 
Cuyahoga  County,  Ohio;  A.  J.  Rockwood,  Consulting  En- 
gineer and  Contractor,  Rochester,  N.  Y. 

3. — Problems  of  Design,  Thickness,  Crown  and  Grade:  Ira 
O.  Baker,  Professor  of  Civil  Engineering,  University  of  Illi- 
nois, Chairman;  Thos.  H.  MacDonald,  Highway  Engineer, 
Iowa  State  Highway  Commission;  H.  L.  Bowlby,  Executive 
Officer,  Pacific  Highway  Association,  Portland,  Ore.;  Eugene 
W.  Stern,  Chief  Engineer  of  Highways,  Borough  of  Man- 
hattan, New  York,  N.  Y.;  R.  C.  Hunt,  Contractor,  Washing- 
ton Court  House,  Ohio. 

4. — Aggregates:  D.  A.  Abrams,  Instructor  in  Charge, 
Structural  Materials  Research  Laboratory,  Lewis  Institute, 
Chicago,  111.,  Chairman;  W.  K.  Hatt,  Professor  of  Civil  Engi- 
neering, Purdue  University;  Chas.  F.  Shoop,  Assistant  Pro- 
fessor of  Experimental  Engineering,  University  of  Minne- 
sota; H.  S.  Mattimore,  Assistant  to  First  Deputy  Commis- 
sioner, in  charge  of  Physical  Testing,  New  York  State  High- 


way Commission;  A.  S.  Rea,  Engineer  of  Tests,  Ohio  State 
Highway  Department. 

5. — Handling  and  Hauling  Materials,  and  Water  Supply: 
T.  R.  Agg,  Professor  in  Charge  of  Highway  Engineering, 
Iowa  State  College,  Chairman;  H.  G.  Shirley,  Chief  Engi- 
neer, Maryland  State  Roads  Commission;  Edw.  N.  Hines, 
Chairman,  Board  of  County  Road  Commissioners  of  Wayne 
County,  Mich.;  R.  N.  Waid,  National  Road  Engineer,  Ohio 
State  Highway  Department;  E.  H.  Cowan,  Vice  President, 
The  Farrell  Engineering  &  Construction  Co.,  Cleveland,  Ohio. 

6. — Organization  of  Concreting  Crew:  H.  P.  Gillette, 
Editor-in-Chief,   "Engineering   and   Contracting,"    Chairman; 

E.  I.  Cantine,  Chief  Deputy  State  Engineer  of  Oregon;  Wm. 

F.  McVaugh,  County  Engineer,  Madison  County,  Ind.; 
Walter  Buehler,  Civil  Engineer,  Smithville,  Minn.;  O.  T. 
Dunlap,  Dunlap-Dippold  Co.,  Edwardsville,  111. 

7. — Proportions  of  Materials  and  Consistency  of  Concrete: 
W.  S.  Gearhart,  State  Engineer  of  Kansas,  Chairman;  A.  N. 
Talbot,  Professor  of  Municipal  and  Sanitary  Engineering, 
University  of  Illinois;  W.  M.  Acheson,  Division  Engineer, 
New  York  State  Highway  Commission;  H.  S.  Van  Scoyoc, 
Chief  Engineer,  Toronto-Hamilton  Highway  Commission, 
East  Toronto,  Ont.,  Can.;  F.  L.  Rice,  F.  L.  Rice  &  Sons, 
Shelby,  Ohio. 

8. — Mixing  and  Placing  Concrete:  Ernest  McCuUough, 
Civil  Engineer,  Chicago,  III.,  Chairman;  A.  D.  Williams,  Chief 
Road  Engineer,  West  Virginia  State  Road  Bureau;  John  Wil- 
son, Civil  Engineer,  Duluth,  Minn.;  Ernest  Ashton,  Chemical 
Engineer,  Lehigh  Portland  Cement  Co.,  Allentown,  Pa.;  G. 
E.  Scott,  Contractor,   Norwalk,  Ohio. 

9. — Reinforcement:  Richard  L.  Humphrey,  Consulting 
Engineer,  Philadelphia,  Pa.,  Chairman;  Leonard  S.  Smith, 
Professor  in  Charge  of  Highway  Engineering,  University  of 
Wisconsin;  J.  S.  McCullough,  City  Engineer,  Fond  du  Lac, 
Wis.;  Richard  L.  Saunders,  Deputy  State  Highway  Commis- 
sioner of  Connecticut;  R.  M.  Hudson,  Contractor,  Atlanta, 
Ga. 

10. — Joint  Location  and  Construction:  George  A.  Ricker, 
Consulting  Engineer,  Albany,  N.  Y.,  Chairman;  H.  J.  Knel- 
ling, County  Highway  Commissioner,  Milwaukee  County, 
Wis.;  Fred  C.  Smith,  City  Engineer,  Sioux  City,  la.;  E.  D. 
Boyer,  Engineer,  Atlas  Portland  Cement  Co.,  New  York, 
N.  Y.;  Austin  W.  Summers,  Contractor,  Buffalo,  N.  Y. 

11. — Expansion  and  Contraction:  F.  E.  Turneaure,  Dean, 
College  of  Mechanics  and  Engineering,  University  of  Wis- 
consin, Chairman;  Paul  D.  Sargent,  Chief  Engineer,  Maine 
State  Highway  Commission;  Gaylord  C.  Cummin,  City  Man- 
ager, Jackson,  Mich.;  W.  A.  Mclntyre,  Chief  Road  Engineer, 
Association  of  American  Portland  Cement  Manufacturers, 
Philadelphia,  Pa. 

12. — Finishing  and  Curing:  Charles  Whiting  Baker,  Editor- 
in-Chief,  "Engineering  News,"  Chairman;  W.  A.  McLean, 
Engineer  of  Highways,  Department  of  Public  Works  of  On- 
tario, Canada;  H.  M.  Sharp,  Deputy  Highway  Commissioner 
(in  Charge  of  Construction),  Ohio  State  Highway  Depart- 
ment; Wm.  M.  Kinney,  Inspecting  Engineer,  Universal  Port- 
land Cement  Co.,  Chicago,  111.;  Howard  W.  Underwood,  Field, 
Barker  &  Underwood,  Contractors,  Philadelphia,  Pa. 

13. — Construction  of  Shoulders  and  Curbs:  A.  N.  John- 
son, Highway  Engineer,  Bureau  of  Municipal  Research,  New 
York,  N.  Y.,  Chairman;  A.  W.  Dean,  Chief  Engineer,  Massa- 
chusetts Highway  Commission;  A.  B.  Fletcher,  Highway 
Engineer,  California  Highway  Commission;  Charles  E.  Rus- 
sell, County  Superintendent  of  Highways,  Lake  County,  111.; 
Edward  M.  Laing,  President,  Edward  M.  Laing  Co.,  High- 
land Park,  111. 

14. — Methods  and  Cost  of  Maintenance:  A.  H.  Hinkle, 
Deputy  Highway  Commissioner  (in  Charge  of  Maintenance 
and  Repair),  Ohio  State  Highway  Department,  Chairman; 
L.  C.  Herrick,  County  Engineer,  Huron  County,  Ohio;  John 
W.  Muelle-,  Civil  Engineer,  New  Castle,  Ind.;  Maurice  HoeflE- 


October  2,  1915 


GOOD    ROADS 


219 


ken,  Hoeffken  Bros.  Supply  &  Construction  Co.,  Belle- 
ville, 111. 

15.— Form  of  Specifications:  A.  R.  Hirst,  State  Highway 
Engineer  of  Wisconsin,  Chairman;  F.  F.  Rogers,  State  High- 
(vay  Commissioner  of  Michigan;  C.  B.  Breed,  Consulting 
Engineer,  Boston,  Mass.;  F.  P.  Wilson,  City  Engineer,  Mason 
City,  la.;  R.  D.  Baker,  R.  D.  Baker  Co.,  Contractors,  Detroit, 
Mich. 

16. — Cost  of  Construction:  C.  J.  Bennett,  State  Highway 
Commissioner  of  Connecticut,  Chairman;  H.  Eltinge  Breed, 
First  Deputy  Commissioner,  New  York  State  Highway  Com- 
mission; E.  J.  Mehren,  Editor-in-Chief,  "Engineering  Rec- 
ord"; C.  U.  Boley,  City  Engineer,  Sheboygan,  Wis.;  Frank 
A.  Windes,  Windes  &  Marsh,  Winetka,  111. 

17. — Estimating  and  Inspection  Problems:  A.  Marston, 
Chairman,  Iowa  State  Highway  Commission,  Chairman; 
John  H.  Mullen,  Deputy  Engineer  (in  Charge  of  Roads), 
Minnesota  State  Highway  Commission;  K.  H.  Talbot,  Divi- 
sion Engineer,  Universal  Portland  Cement  Co.,  Pittsburgh, 
Pa.;   H.  A.  Johnston,  Contractor,  Kalamazoo,  Mich. 

It  is  stated  that  all  the  members  of  the  sub-committees 
have  accepted  appointments  and  that  the  committees  are  now 
engaged  in  the  preparation  of  their  reports. 


eluded  other  lists  of  members  of  organizations  associated 
with  the  institution  and  a  list  of  statistical  returns  in  the 
institution's  library. 


Road  Convention  at  Worcester,  Massachusetts 

Arrangements  are  being  made  by  the  Chamber  of  Com- 
merce of  Worcester,  Mass.,  to  hold  a  road  convention  and 
exhibition  in  that  city  on  December  14,-  IS,  16  and  17.  An- 
nouncement of  this  is  made  elsewhere  in  this  issue. 

The  convention  will  be  held  in  the  ballroom  of  the  Hotel 
Bancroft  and  the  exhibition  in  the  auditorium  adjoining. 
Past  President  Harold  Parker  of  the  American  Road  Build- 
ers' Association,  former  Chairman  of  the  Massachusetts 
Highway  Commission,  is  the  chairman  of  the  program  com- 
mittee. 

The  program  as  at  present  arranged  designates  Tuesday, 
December  14,  as  "Governors  Day,"  and  invitations  to  speak 
on  that  day  have  been  sent  to  the  governors  of  the  six 
New  England  states. 

The  regular  quarterly  meeting  of  the  Massachusetts  High- 
way Association,  which  would  ordinarily  be  held  in  Novem- 
ber, will,  according  to  present  plans,  be  held  in  connection 
with  the  Worcester  convention  in  December. 


NEW  PUBLICATIONS 


CONSTRUCTION  AND  MAINTENANCE  OF  ROADS  AND 
BRIDGES,  from  July  1,  1913,  to  Dec.  31,  1914;  Bulletin  No. 
284,  U.  S.  Department  of  Agriculture.  Contribution  from 
the  Office  of  Public  Roads  and  Rural  Engineering;  dated 
Sept.  13,  1915.     Paper;  6x9  ins.,  64  pp. 

Included  m  this  bulletin  are  reports  of  the  work  of  the 
Division  of  Construction,  including  the  building  of  object- 
lesson  roads,  the  superintendence  of  county  roads,  experi- 
mental road  work,  post  road  work  and  bridge  work;  a  report 
of  the  work  or  the  Division  of  National  Parks  and  Forest 
Roads,  and  a  report  of  the  work  of  the  Division  of  Main- 
tenance. 

INSTITUTION  OP  MUNICIPAL  AND  COUNTY  ENGINEERS 
(GREAT  BRITAIN);  Handbook  for  1915-16.  Paper;  51^x81/2 
ins.,  150  pp. 

Included  in  this  handbook  are  the  following:  Memoran- 
dum of  association,  articles  of  association  and  by-laws  of  the 
institution;  a  list  of  the  past  presidents,  a  list  of  the  present 
officers  and  lists  of  honorary  members,  members  and  asso- 
ciate members.  The  three  lists  of  members  are  arranged 
alphabetically  and  occupy  more  than  half  of  the  book.  They 
are  followed  by  a  list  of  members  and  associate  members 
arranged  according  to  their  residences.     There  are  also  in- 


REPORTS 


ROAD  BOARD  OP  GREAT  BRITAIN,  FIFTH  ANNUAL.  RE- 
PORT.— Paper;  8^x13  ins.,  90  pp. 

This  report  comprises  a  short  report  signed  by  George  S. 
Gibb  and  W.  Rees  Jeffreys,  President  and  Secretary,  respec- 
tively, of  the  Road  Board,  and  a  number  of  appendices  de- 
voted to  tables  showing  details  of  the  Road  Board's 
operations. 

^°^<^^^,^^'  MAINE,  ANNUAL  REPORT  OF  THE  COMMIS- 
SIONER OP  PUBLIC  WORKS;  Annual  Report  of  B ion  Brad- 
bury, Jr.,  Commissioner  of  Public  Works  and  City  Eneineer 
for  1914.— Paper;  6x9  ins.,  67  pp.;  illustrated. 

This  report  includes  financial  statements  and  detailed  data, 
largely  in  the  form  of  tables,  covering  street  and  sewer  work 
in  the  city.  Something  over  one-half  of  the  report  is  de- 
voted to  street  work.  The  illustrations  include  several  half- 
tone reproductions  of  photographs  showing  streets  before 
and  after  improvement. 

BOULDER,  COLORADO,  ANNUAL  REPORT  FOR  1914-  Annual 
Report  and  Financial  Statement  of  the  City  Clerk  with 
Detailed  Reports  by  Departments,  for  the  Fiscal  Year  from 
April  1,  1914,  to  March  31,  1915.— Paper;  6x9  Ins.,  67  pp.: 
illustrated. 

This  report  includes  a  historical  sketch  of  the  city  of 
Boulder,  two  pages  of  statistics  on  the  city,  a  summary  of 
the  council  proceedings  for  the  fiscal  year,  financial  tables 
for  the  various  departments  of  the  city  government,  reports 
of  the  city  Water  Works,  Sewer,  Park  and  Health  Depart- 
ments and  the  reports  of  the  City  Engineer,  Building  Inspec- 
tor and  City  Marshal.  The  illustrations  consist  chiefly  of 
half-tone  reproductions  of  photographs  of  the  principal  public 
and  other  buildings  in  the  city. 

MUNICIPAL  ENGINEERS  OF  THE  CITY  OF  NEW  YORK, 
PROCEEDINGS  FOR  1914.  Cloth;  6x9  ins..  544 +  25  pp.;  illus- 
trated. Published  by  the  Municipal  Engineers  of  the  City 
of  New  York,  Engineering  Societies  Bldg..  29  West  39th 
St.,  New  York,  N.   Y. 

Included  in  this  report  are  various  papers  presented  at 
meetings  during  the  year,  with  discussions;  reports  of  regu- 
lar and  special  meetings;  information  concerning  the  society, 
etc.  Among  the  papers  printed  is  one  entitled  "Some  Obser- 
vations of  Street  Pavements  in  Europe,"  by  George  W. 
Tillson,  Consulting  Engineer  to  the  President  of  the  Bor- 
ough of  Brooklyn,  N.  Y.  The  illustrations  comprise  both 
half-tone  reproductions  of  photographs  and  reproductions  of 
charts  and  drawings.  The  book  is  well  printed  and  hand- 
somely illustrated. 

STATE  OF  NEW  YORK.  REPORT  OF  THE  STATE  COMMIS- 
SIONER OF  HIGHWAYS,  for  the  year  1914.— Cloth:  6x9 
ins.,    892    pp.;    illustrated. 

Included  in  this  report  are  the  individual  reports  of  former 
State  Highway  Commissioner  Carlisle;  former  First  Deputy 
Commissioner  George  A.  Ricker;  former  Second  Deputy 
Commissioner  Paul  Schultze;  former  Third  Deputy  Com- 
missioner W.  F.  Willson;  the  report  of  the  Bureau  of  Audit 
and  Finance;  the  report  of  the  Consulting  and  Efficiency  En- 
gineer; a  table  showing  permits  issued;  tables  showing  pro- 
posals received  and  contracts  awarded  for  the  construction 
and  repair  of  state  and  county  highways,  and  six  appendices, 
all  of  which  are  devoted  to  tabular  matter  showing  details 
of  construction  and  the  status  of  various  work  by  the  de- 
partment. The  report  in  general  follows  the  lines  of  previous 
New  York  reports.  The  illustrations  consist  principally  of 
reproductions  of  photographs  showing  roads  and  roa4  con- 
striiction  in  the  state. 


220 


GOOD    ROADS 


October  2,  1915 


NEW  MACHINERY  AND  APPLIANCES 


Measuring   Barrow  for  Concrete 

A  wheelbarrow  which  has  recently  been  put  on  the  market 
for  the  use  of  contractors  and  others  for  measuring  concrete 
in  street  and  other  work  is  shown  in  the  accompanying 
illustration. 

The  barrow  is  made  entirely  of  steel,  the  body  being  blue 


STKUL.ING   MEASURING   BARROW. 

annealed  steel  plates,  the  handles  steel  pipes  and  the  legs 
and  braces  steel  channels  and  bars.  The  construction  is 
shown  clearly  in  the  illustration.  One  of  the  features  of 
the  construction  which  is  especially  emphasized  by  the 
manufacturers  is  the  method  of  clamping  the  legs  to  the 
handles  at  the  back  of  the  body.  The  wheel  has  self-lubri- 
cating bearings,  consisting  of  oil-impregnated  fiber  bushings 
on  both  sides. 

The  barrow  is  made  in  two  sizes,  one  holding  2  cu.  ft.  and 
the  other  3  cu.  ft.  when  filled  and  scraped  off  level. 

The  barrow  is  known  as  the  Sterling  Measuring  Barrow 
and  is  manufactured  by  the  Sterling  Wheelbarrow  Co.,  of 
West  Allis,  Wis. 


Gravel  Screening  Plant 

A  gravel  screening  plant  which  has  recently  been  put  on 
the  market  is  shown  in  the  accompanying  illustration. 

The  plant  consists  of  an  elevator,  screen  and  bin,  mounted 
on  four  wheels,  together  with  a  gasoline  engine  for  operating 
the  machinery.  The  outfit  is  14  ft.  long,  9  ft.  wide  and  10  ft. 
7  ins.  in  height,  the  frame  and  bin  being  built  of  timber. 


.  The  bin  has  a  capacity  of  20  tons  and  is  divided  into  four 
compartments,  each  of  which  is  equipped  with  a  wagon 
loading  chute  on  each  side.  The  revolving  screen,  mounted 
at  the  top,  is  30  ins.  in  diameter  and  9  ft.  long  and  is  divided 
into  three  sections,  with  yi-in.,  J^-in.  and  2-in.  perforations, 
respectively.  It  is  also  equipped  with  a  removable  dust 
jacket  or  sand  screen.  Sections  with  special  perforations 
are  furnished  when  desired.  The  elevator  is  20  ft.  long, 
center  to  center,  the  lower  part  being  hinged  so  that  it  can 
be  raised  or  lowered  as  desired.  The  buckets  arc  14  by  8 
by  6  ins.  in  size. 

The  engine  is  a  6  HP.  Blue  Line,  hopper-cooled,  gasoline 
engine  and  is  housed  directly  under  the  bin.  The  elevator 
and  screen  are  driven  by  chain  and  sprocket  gears  from  the 
countershaft  at  the  front  end  of  the  plant,  as  shown  in  the 
illustration. 

When  the  plant  is  set  up,  a  hole  about  S  ft.  deep,  3  ft 
wide  and  6  ft.  long  is  dug  as  a  pit  for  the  boot  of  the  eleva- 
tor. A  steel  hopper  chute  with  a  steel  gate  at  the  mouth 
of  the  chute  is  furnished  with  the  plant,  and  this  is  so  placed 
that  the  mouth  of  the  hopper  projects  into  the  pit  over  the 
boot  of  the  elevator.  The  upper  end  of  the  hopper  is 
covered  with  a  plank  platform  with  a  suitable  opening 
through  which  the  gravel  can  be  dumped  into  the  hopper 
from  drag  or  wheel  scrapers  or  other  carriers. 

The  working  capacity  of  the  plant  is  given  as  25  to  30  cu. 
ft.  per  minute  or  SO  to  60  cu.  yds.  per  working  hour  under 
ordinary  working  conditions.  It  is  known  as  the  Galion 
Imperial  portable  screening  plant,  and  is  made  by  the 
Galion  Iron  Works  &  Mfg.  Co.,  of  Galion,  Ohio. 


Sectional    Interlocking   Concrete  Culvert 

A  concrete  culvert  made  up  of  interlocking  sections,  with 
special  end  sections,  is  shown  in  the  two  accompanying 
illustrations,  one  showing  the  form  partially  filled  with  con- 
crete and  the  other  a  completed  culvert  set  up.  The  sec- 
tions are  manufactured  in  the  plant  of  the  contractor,  hauled 
to  the  work  and  installed  in  a  manner  similar  to  that  em- 
ployed in  laying  jointed  pipe  culverts. 


OAUOti  IMVUHIAL  I'ORTABLB  SCUEKNI.NG   PLANT 


LOWER     I'ART    OF     FORM    AND     PART    OP    CONCRETE    IN 
PLACE— SECTIONAL  CONCRETE  CULVERT. 

In  the  manufacture  of  the  culvert,  the  form,  consisting 
of  the  metal  ribs  and  the  wooden  bottom  and  sides,  is  set 
up  as  shown  in  the  first  illustration.  The  concrete  is  then 
placed  in  the  bottom  and  the  reinforcing  wires  put  in  place. 
A  core  is  then  inserted  and  the  concrete  placed  even  with 
the  top  of  the  side  plate  and  tamped.  Additional  reinforc- 
ing wire  is  then  placed,  after  which  the  upper  side  plates 
are  attached,  the  arch  reinforcing  wires  inserted  apd  the 
placing  of  the  concrete  completed.  After  standing  36  hours, 
the  core  is  withdrawn  and  the  side  plate?  removed.  Special 
forms  are  provided  for  the  end  blocks. 


October  2,  1915 


GOOD    ROADS 


221 


The  special  claim  made  for  this  culvert  is  that  it  has  all 
of  the  advantages  of  a  concrete  structure  combined  with 
the  ease  of  installation  of  sectional  culverts  of  metal.  Among 
other  claims  made  are  exceptional  durability,  strength  and 
economy. 


COMPLETED     SECTIONS    ASSEMBLED — HALL  INTER- 
LOCKING  CONCRETE    CULVERT. 

The  culvert  is  known  as  the  Hall  Interlocking  Concrete 
Culvert  and  is  the  invention  of  O.  S.  Hall.  Schulz  &  Hodg- 
son, of  Chicago,  111.,  are  the  Eastern  distributors. 


NEWS  OF  THE  TRADE 


Rating  Batch  Concrete  Mixers 

Up  to  the  present  time  there  has  been  no  standard  method 
of  rating  batch  mixers.  Some  mixer  manufacturers  rate 
their  machines  by  their  capacity  in  mixed  concrete,  while 
others  rate  them  by  their  capacity  in  loose  unmixed  material. 
It  is  stated  that  a  mixer  having  a  batch  capacity  of  8  to  9 
cu.  ft.  of  unmixed  sand,  stone  and  cement  will  hold  only 
about  6  cu.  ft.  of  mixed  concrete  per  batch.  For  this  reason 
the  term  3,  4  or  9-ft.  mixer  has  been  more  or  less  indefinite. 

The  National  Association  of  Mixer  Manufacturers,  at  its 
August  meeting,  took  steps  toward  remedying  this  difficulty 
by  adopting  a  resolution  providing  for  the  uniform  rating 
of  batch  mixers.  This  resolution  provides  that  the  members 
of  the  association  in  future  catalogues  and  circulars  shall 
specify  the  capacity  of  their  mixers  as  "size  of  wet,  mixed 
batch,"  and  not  otherwise.  The  resolution  further  provides 
that  the  dry  unmixed  capacity  of  a  mixer  may  be  approxi- 
mated as  one  and  one-half  times  the  wet,  mixed  batch,  as- 
suming the  use  of  cement,  sand  and  VA-in.  crushed  stone, 
with  1J4  gals,  of  water  per  cu.  ft.  of  mixed  concrete.  The 
members  of  the  association  further  agreed  not  to  use  the 
dry  batch  rating  in  their  correspondence,  advertising,  etc., 
unless  the  standard  wet  batch  rating  were  used  also  and 
with  equal  prominence. 


The  September  issue  of  the  "Employees'  Bulletin,"  a 
monthly  publication  issued  by  Robert  W.  Hunt  &  Co.,  Engi- 
neers, Chicago,  III.,  for  the  employees  of  the  organization, 
is  devoted  largely  to  the  subject  of  highways.  Among  the 
articles  on  road  and  street  work,  all  by  men  connected  with 
the  company,  are  the  following:  "Good  Concrete  in  Road 
Construction,"  by  Wm.  B.  Gester,  Manager,  San  Francisco 
office;  "Asphalt  Paving  Materials,"  by  H.  E.  Wright,  Chem- 
ical Laboratory,  Chicago  office;  "Inspection  of  Wood  Block 
Pavement,"  by  J.  D.  Robertson,  of  the  St.  Louis  laboratory; 
"The  Testing  of  Asphaltic  Concrete  for  Paving  Purposes," 
by  S.  P.  Dahlberg,  San  Francisco  office;  "The  Wood  Block 
Pavement,"  by  J.  H.  Campbell,  Chicago  office;  "Observations 
on  Sheet  Asphalt  Paving  and  Inspection,"  by  John  Liljegren, 
of  the  laboratory,  Chicago  office,  and  "Paving  Brick,"  by 
C.  B.  Nolte,  of  the  Chicago  office.  There  are  also  several 
unsigned  articles  on  road  and  street  work,  one  of  them 
being  a  description  of  the  12th  St.  trafficway  viaduct  at  Kan- 
sas City,  Mo. 


NEWS  NOTES 


A  Favement  of  2x4-lii.  Timbers  is  the  unique  feature  of  an 
automobile  speedway  recently  completed  near  the  City  of  Chi- 
cago. The  track,  which  is  at  Maywood,  111.,  is  two  miles  long, 
and  consists  of  two  parallel  straight  sections  connected  by 
curves  at  the  ends.  The  traclc  is  about  65  ft.  wide  on  the 
tangents  and  75  ft.  on  the  turns,  which  are  banked  to  a  maxi- 
mum of  25  ft.  The  track  is  supported  on  timber  trestling,  the 
track  proper  resting  on  2xl2-in.  joists.  The  flooring  or  pave- 
ment consists  of  2x4-in.  tamarack  timbers,  placed  on  edge 
longitudinally  of  the  course.  The  timbers  are  about  16  ft.  in 
length  and  lap  about  2  ft.  at  the  ends  and  are  spiked  together 
ut   intervals. 


The    "RIdse    Route"    Between    Bakersflelil    and    liom   Angelea, 

C'al.,  is  said  to  be  one  of  the  most  important  recent  improve- 
ments included  in  the  work  of  building  the  California  state 
highway  system.  The  road  is  of  considerable  economic  im- 
portance, as  it  connects  the  productive  San  Joaquin  Valley 
with  the  populous  district  around  Los  Angeles.  The  road 
is  115  miles  long  and  for  a  long  distance  traverses  the  ridges 
of  the  Tehachapi  Mountains  at  an  elevation  of  about  3,000  ft. 
The  road  has  been  built  to  a  width  of  21  to  24  ft.;  the  maxi- 
mum grade  has  been  kept  to  6  per  cent.,  and  considerable 
sums  have  been  expended  in  securing  easy  curves.  On  some 
sections  the  grading  has  been  very  heavy.  The  section  most 
recently   constructed   cost   about    $17,000    a   mile. 


The  Value  of  the  Stone  Produced  In  the  United  State*  Dur- 
ing 1914  forms  the  subject  of  a  statement  recently  issued  by 
the  United  States  Geological  Survey.  The  total  value  of  the 
stone  produced  in  1914  was  ?77,412,292,  which,  although  about 
7  per  cent,  less  than  the  output  in  1913,  is  greater  than  that 
for  any  year  prior  to  1912.  The  value  of  paving  stone  produced 
in  1914  amounted  to  $3,772,383,  as  against  $3,936,448  in  1913. 
Of  the  stone  included  in  tliis,  granite  showed  an  increase,  while 
trap  rock  and  limestone  decreased.  Curbstone  decreased  in 
value  from  $2,077,919  in  1913  to  $1,869,676  in  1914.  The  value 
of  the  limestone  used  for  this  purpose  increased,  while  the 
value  of  granite  and  sandstone  decreased.  The  value  of  the 
flagstone  produced  in  1914  was  $540,940.  Crushed  stone — the 
largest  product  common  to  more  than  one  kind  of  stone — was 
produced  to  a  value  of  $30,161,766  in  1914. 


That  the  Buslnetio  of  PuIUne  Stalled  Automobiles  out  of  the 

Mud  is  becoming  an  abuse  in  Missouri  is  indicated  by  a  recent 
letter  sent  out  by  the  State  Highway  Department  of  that  State. 
According  to  the  letter,  which  is  signed  by  State  Highway 
Commissioner  Frank  W.  BufEum,  certain  residents  along  the 
roads  are  not  only  making  a  business  of  pulling  automobiles 
out  of  mudholes  but  are  charging  exorbitant  prices,  and  in 
some  cases,  it  would  appear,  have  been  doing  their  best  to  keep 
the  mudholes  in  the  road  for  the  sake  of  the  revenue  they 
yield.  According  to  the  letter,  people  who  are  making  a  busi- 
ness of  rescuing  automobilists  should  use  the  money  obtained 
from  a  reasonable  charge  for  their  services,  to  repair  the  bad 
places  in  the  road.  On  the  other  hand,  it  is  pointed  out  by  the 
department  that  many  farmers  and  others  living  along  the 
roads,  have  assisted  automobilists  without  making  any  chai'ge 
for  their  services,  and  to  these  people  the  department  extends 
its   thanks. 


An  Attractive  Booklet  Descriptive  of  Worcester,  Alass.,  and 
Its  Streets  was  gotten  out  in  connection  with  the  Worcester 
convention  of  the  Massachusetts  Highway  Association  in  Aug- 
ust. The  booklet,  which  was  published  under  the  supervision  of 
John  W.  Odlin,  Secretary  to  the  Mayor  of  Worcester  and  also 
Secretary  of  the  Worcester  Committee  of  the  Massachusetts 
Highway  Association  convention,  consists  of  80  pages  and 
covers  and  is  profusely  illustrated.  The  first  part  of  the  book 
contains  full-page  reproductions  of  portraits  of  city  officials 
of  Worcester.  These  are  followed  by  a  descriptive  historical 
sketch  of  the  city,  and  this,  in  turn,  is  followed  by  severs.! 
pages  of  statistics  on  the  city  and  descriptions  of  the  water, 
street  lighting  and  sewer  systems.  Most  of  the  remainder  of 
the  book  is  given  over  to  detailed  descriptions  of  the  trips 
wliich  were  a  feature  of  the  convention.  These  descriptions 
include  detailed  data  on  the  street  pavements  passed  over 
and  are  illustrated  by  views  on  the  various  streets.  The  book- 
let is  6  by  9'/4  ins.  in  size  and  is  printed  in  brown  on  cream 
colored  paper.  The  illustrations  are  excellent  halftones  and 
the   book   is   well   gotten  up. 


222 


GOOD    ROADS 


October  2,  1915 


RECENT  PATENTS 


The  following  list  contains  the  numbers  of  the  principal 
patents  relating  to  roads  and  pavements  and  to  machinery 
used  in  their  construction  or  maintenance  which  have  recent- 
ly been  issued,  together  with  the  names  and  addresses  of 
the  patentees,  dates  of  filing,  serial  numbers,  etc.  In  some 
cases  the  principal  drawing  has  also  been  reproduced. 
Printed  copies  of  patents  listed  may  be  obtained  for  5  cts. 
each  by  application  to  the  Commissioner  of  Patents,  Patent 
Office,  Washington,  D.  C: 


«»I:Jh'-y*-.>     '^^A^     ^^^P.  '^^     GRADER.       George     Edward 
(CI    17-")^  ■  ^''    **'^-      Serial   No.    13.651. 


„>•"»•»><>•  ^Hi'^"^'0  WAGON.     William  H.  Hunt,  New  York, 
N.   T.      Plied  May   IJ.   1»13.     Serial   No.   768,406.      (CI.   21-20.) 


1,151,657.  BASCUI-E  BRIDGE.  Thomas  E.  Brown,  New  York 
N.  Y.     Filed  Mar.   20.  1913.     Serial  No.  755,600.     (CI.  14-36.) 

1,163,099.  BRIDGE.  Thomas  J.  Moore  and  William  V 
Moore,  Sandusk.v,  Mich.  Filed  Jan.  13,  1915.  Serial  No.  2.041. 
(CI.   14-3.) 


1,153,137.  ASPHALT  CUTTER  ATTACHMENT  FOR  STEAM 
ROLLERS.  Carl  J.  Schulz,  New  York,  N.  Y.  Filed  Dec  23, 
1914.     Serial  No.  878,737.      (CI.   94-6.) 


1,153,179       DIRT   WAGON.     Herman   C.   Copenhagen,   Auburn, 
Wash.     Filed  Jan.   16,   1914.     Serial  No.   812,387.     (CI.   254-4.) 


«,^'^P'A?^,-      ?>9,-*^P,/"'^"^^^'=^R-       Francis    M.    Settle,    Wynne, 
Wood,  Okla.     Filed  Mar.  4,  1914.     Serial  No.  822,384.     (CI.  37-7.) 

1,154,051.  CONCRETE  MIXER.  John  Switzer  Owens,  Lon- 
don, England,  assignor  to  John  Malan  De  Mendoza  ver  Mehr, 
London,  England.  Filed  Jan.  31,  1911.  Serial  No.  605,773.  (CI. 
83-73.) 

1,154,295.  CONCRETE  MIXER.  Joseph  H.  Durepo,  Presque 
Isle,   Me.      Filed  Jan,    25,   1913.      Serial   No.    744,061.      (CI.    83-73.) 

1,154,383.       CONCRETE    MIXER. 


1.1S2.7M.     STREET  SWEEPER      Leull*  s    H»,.|,„«„    a.    r..    i         o,  ''  ,  •'°.^-  r^SP^'^^W^'^    MIXER.       Edward    H.    Cowan,    East 
linn.      KlUd    Feb.    21.    I  OIL      Serial    Na   1o"m       (CI     16^17.)        %tu])       '  ^^'^^    ^^'    ^''"-      ^"'^^    '^°-    ^'^^^-      <^'- 


Ill 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  S«riet,  Vol.  XL VIII. 
Ntw  Series,  Vol.  X. 


NEW  YORK,  OCTOBER  9,  1915 


NumUr 

15 


Founded  Jaouary,  1892. 

published  weekly  by 
The  E.  L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSATJ  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  S2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewliere.  Twelve 
numbers  (tbe  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  Porinsertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Statement 

of   the   ownership,   management,    etc.,   of   GOOD  ROADS,   as   of 
October  1,  1915,  published  weekly,  at  New  York,  N.  Y.,  required 
by   the   Act  of   August   24,    1912: 
Editor   and   Manager — 

E.  L.  Powers,  160  Nassau  St.,  New  York,  N.  Y. 
Associate   Editor — 

T.  A.  Hulbert,  150  Nassau  St.,  New  York,  N.  Y. 
Business  Managers — 

H.  L.  Powell,  150  Nassau  St.,  New  York,  N.  Y. 
L.  A.  Kennlcott,  2051  No.  Cicero  Ave.,  Chicago,  111. 
Publisher — 

The    E.    L.    Powers    Company    (Incorporated),    150    Nassau 
St.,  New  York,  N.  Y. 
Owners — 

The    E.    L.    Powers    Company    (Incorporated),    150    Nassau 

St.,   New   York,  N.   Y. 
E.    L.    Powers,    President    and    Treasurer,    150    Nassau    St., 

New  York,   N.   Y. 
H.   L.   Powell,   Secretary,   150  Nassau   St.,   New  York,   N.  Y. 
No    bondholders,    mortgagees,    or    other    security    holders. 

(Siigned)  H.  L.  POWELL,  Secretary. 

Sworn  to  and  subscribed  before  me  this  28th  day  of  Sep- 
tember, 1915. 

(Seal).  O.   D.   CONKLIN, 

Commissioner  of  Deeds. 
Residing  in  Kings  County. 
(Certificates  filed  in  Kings  County  Register's  Office  No.  6024, 
New  York  County  Clerk's  Ofl^ce,  No.  96;  New  York  County  Reg- 
ister's  Office,   No.    16030.). 

(My  commission  expires  March  10,  1916.) 


Street  Cleaning  Officials  to  Consider  Forming 
an  Association 

A  meeting  of  street  cleaning  officials  and  others  interested 
in  that  work  will  be  held  in  New  York  City  on  Friday  night 
of  next  week,  at  which  time  the  matter  of  forming  a  national 
association  will  be  considered. 

The  matter  was  discussed  at  the  time  of  the  exhibition  of 


street  cleaning  apparatus  in  New  York  City  a  year  ago  and 
a  committee  was  appointed,  of  which  J.  T.  Fetherston,  Com- 
missioner of  Street  Cleaning  of  New  York  City,  was  chair- 
man, to  ascertain  the  sentiment  of  those  whose  positions  or 
interest  would  lead  them  to  join  an  organization  of  the  char- 
acter proposed.  - 

The  responses  to  a  circular  sent  out  by  the  committee  were 
such  as  to  encourage  the  belief  that  a  permanent  organiza- 
tion will  be  the  outcome  of  the  meeting  on  Friday. 


Exhibition  of  Street  Cleaning  Appliances  in 
Ne'w  York  City 

The  second  annual  exhibition  of  street  cleaning  apparatus, 
and  appliances,  held  under  the  auspices  of  the  New  York  City 
Department  of  Street  Cleaning,  opens  on  Monday  at  the  ar- 
mory of  the  First  Regiment  of  Field  Artillery,  68th  St.  and 
Broadway,  New  York  City,  N.  Y.,  and  will  continue  during 
all  of  next  week.  There  has  been  a  large  number  of  applica- 
tions for  space  in  the  exhibit  and  quite  an  elaborate  program 
has  been  prepared  for  the  entertainment  of  visitors. 

There  will  be  a  parade  of  the  uniformed  members  of  the 
Department  of  Street  Cleaning,  in  which  a  number  of  the 
exhibitors  will  take  part,  on  Tuesday  afternoon.  A  feature 
of  the  parade  will  be  the  apparatus  recently  installed  in  the 
so-called  "model  district"  of  New  York  City.  The  parade 
was  to  have  taken  place  this  afternoon  but  was  postponed 
on  account  of  the  death  of  A.  F.  Gunther,  Chief  of  the 
uniformed  force. 

Monday  evening  Mayor  Mitchel,  of  New  York  City,  will 
deliver  an  address  at  the  opening  session  of  the  exhibition 
and  there  will  be  a  program  of  vocal  and  instrumental  music 
by  members  of  the  department  and  the  departmental  band. 

At  each  session  there  will  be  an  exhibition  of  motion  pic- 
tures showing  the  work  of  the  New  York  City  Police  and 
Fire  Departments,  the  public  schools  and  other  phases  of 
city  life.  These  pictures  have  been  shown  only  at  the  New 
York  City  Division  at  the  Panama-Pacific  Exposition. 

The  program  for  the  remainder  of  the  week,  each  day 
being  divided  into  afternoon  and  evening  sessions,  will  include 
addresses  by  various  exhibitors  on  street  cleaning  devices, 
talks  by  prominent  physicians  on  health  and  hygiene  as  con- 
nected with  the  work  of  the  Department  of  Street  Cleaning, 
speeches  to  housewives  by  well  known  women  and  addresses 
by  visiting  officials  of  street  cleaning  departments,  the  presi- 
dents of  the  various  boroughs  of  New  York  City,  members 
of  the  Advisory  Council  of  the  department  and  others. 

The  Saturday  afternoon  session  will  be  devoted  to  the  chil- 
dren of  the  public  and  parochial  schools  of  New  York  City. 
As  was  the  'case  last  year,  Commissioner  of  Street  Cleaning 
Fetherston  will  award  gold,  silver  and  bronze  medals  for  the 
best  posters  dealing  with  the  work  of  the  department,  de- 
signed by  school  children.  Saturday  evening,  the  exhibition 
will  close  with  exercises  conducted  by  the  four  chaplains  of 
the  department. 

It  is  expected  that  a  number  of  street  cleaning  officials  from 
other  cities  will  attend  the  exhibition,  and  among  those  who 
have   announced   their   intention   to   be   present  are   William 


??4 


GOOD    ROADS 


October  9,  1915 


n.  i.onnell.  Chief- of  the  Bureau  of  Highways.  Philadelphia, 
Pa.;  W.  E.  LeiniuKer,  Street  Superintendent,  Chicago,  111.; 
Louis  K.  Rourke,  former  Commissioner  of  Public  Works, 
Boston.  Mass.;  Fred.  H.  Scott.  Street  Superintendent,  Spring- 
field. Mass..  and  G.  B.  Wilson,  Street  Commissioner,  Toronto, 
Ont. 

Among  the  exhibitors  are  the  Austin-Western  Road  Ma- 
chinery Co.,  the  Tiffin  Wagon  Co.,  the  Knox  Motors  Asso- 
ciates. Studebaker.  Good  Roads  Machinery  Co.,  Universal 
Koad  Machinery  Co.,  Charles  Hvass  &  Co.,  Elgin  Sweeper 
Co.,  T.  Ochsner,  Carbon  Machinery  Co.,  Merritt  Sweeper 
Co.,  Kindling  Machinery  Co.,  Sanitary  Ash  &  Garbage  Can 
Ca,  Bogart  &  Jones,  Albert  Edwards,  Wirt  &  Knox  Manu- 
facturing Co.,  L.  B.  Spirack,  Universal  Road  Repair  &  Street 
Cleaning  Co.,  Climax  Refuse  Container,  American  Process 
Co.,  George  M.  Bowen,  Heenan  Refuse  Destructor  and  M. 
Eberhardt  &  Sons  Co. 


Governor   of    Florida   Appoints    Members   of 
State  Road  Department 

Governor  Park  Trammell  of  Florida,  has  announced  the 
appointment  of  the  five  members  of  the  State  Road  Depart- 
ment, the  creSttion  of  which  was  authorized  by  the  last 
Legislature,  as  noted  in  "Good  Roads"  for  August  7.  The 
members  are  chosen  one  from  each  of  the  four  congres- 
sional districts  and  one  from  the  state  at  large. 

The  appointees  are  F.  O.  Miller,  of  Duval  County,  Presi- 
dent of  the  Florida  State  Good  Roads  Association,  from 
the  state  at  large;  Ed  Scott  of  DeSoto  County,  highway 
engineer,  from  the  1st  Congressional  District;  Capt.  W.  J. 
Hillman  of  Suwannee  County,  Honorary  President  of  the 
Florida  State  Good  Roads  Association,  from  the  2nd  Con- 
gressional District;  J.  D.  Smith  of  Jackson  County,  banker 
aod  merchant,  from  the  3rd  Congressional  District,  and  M. 
M.  Smith  of  Orange  County,  banker,  from  the  4th  Congres- 
sional District. 

The  act  creating  the  department  provides  that  members. 
shall  serve  for  four  years,  but  the  first  appointments  are 
graduated  in  order  to  permit  an  annual  change  in  the  per- 
sonnel. Messrs.  Hillman  and  Scott  were  apointed  for  the 
full  term,  J.  D.  Smith  for  three  years,  Mr.  Miller  for  two 
years  and   M.  M.  Smith  for  one  year. 

The  members  of  the  department  serve  without  compen- 
sation, but  are  allowed  expenses.  They  are  required  to  ap- 
point a  state  road  commisioner  and  a  secretary  and  are 
empowered  to  appoint  one  or  more  assistants  to  the  state 
road  commissioner  and  to  employ  necessary  clerical  help. 

The  department  is  required  to  compile  data  regarding  road 
building  and  materials,  to  furnish  information  and  advice  to 
boards  of  county  commissioners  and  to  inspect  all  road  work, 
records,  machinery,  etc.,  under  the  control  or  jurisdiction 
of  the  various  boards  of  county  commissioners. 

The  expenses  of  the  department  are  provided  for  by  a 
fund  consisting  of  15  per  cent,  of  the  money  received  by 
the  counties  for  motor  vehicle  licenses. 


Los  Angeles  County,  California,  to  Vote  on 
Road  Bond  Issue 

TTie  Board  of  Supervisors  of  Los  Angeles  County,  Cal.,  has 
decided  upon  a  new  bond  issue  for  good  roads  and  has  in- 
structed the  County  Counsel  to  prepare  a  resolution  calling 
m  election  on  a  proposed  issue  of  $2,500,000  bonds  bearing  5 
per  cent,  interest. 

The  various  roads  which  it  is  proposed  to  build  under  the 
bond  issue  are  mainly  extensions  of  the  county  highway  sys- 
tem into  the  mountainous  country.  The  one  exception  is  the 
completion  of  a  broad  thoroughfare  connecting  the  City  of 


Los  -Vngeles  with  the  harbor,  to  be  known  as  the  Harbor 
Truck  Boulevard. 

The  roads  and  their  estimated  costs,  as  now  projected,  are 
as  follows: 

Completion  of  Mint  Canyon  Rd.,  $200,000;  Arroyo  Seco  to 
Skyline,  to  meet  proposed  state  highway,  $.S00,000;  Skyline, 
30  miles,  $150,000;  San  Gabriel  Canyon  lo  Skyline  and  Devil's 
Punch  Bowl,  $750,000;  Pico  Blvd.,  $50,000;  Harbor  Blvd.,  $400,- 
000:  Venice  to  Manhattan  Beach,  J50.000;  La  Brea  Canyon, 
$65,000;  Orange  Grove  Ave.,  Pasadena,  to  Central  Ave.,  Sierra 
Madre,  $75,000;  Redondo  to  Point  Firmin,  $150,000;  Durfee 
Rd.,  $50,000;  Irwindale  Ave.,  Foothill  Blvd.,  to  Covina  Rd., 
$30,000;  Citrus  Ave.,  Covina,  to  Walnut,  $75,000;  Lexington 
Rd.,  south  to  El  Monte,  $30,000;  Ventura  County,  Castaic 
connection,  $75,000;  Completion  of  Artesia  Ave.,  between  the 
Downey-Long  Beach  and  Norwalk-Artesia  Rds.,  $50,000;  road 
in  Benedict  Canyon,  $50,000;  road  in  San  Dimas  Canyon, 
$75,000. 


Increased  Road  Construction  in  the  Philippine 
Islands 

According  to  completed  returns,  136  miles  of  so-called  first 
class  roads  were  constructed  in  the  Philippines  during  the 
first  six  months  of  the  current  year,  making  a  total  of  1,680 
miles  of  completed  roads. 

The  amount  of  money  expended  on  roads  and  bridges 
during  the  period  in  question  was  $1,717,335.  This  covers 
expenditures  for  maintenance  of  existing  roads  and  bridges, 
as  well  as  new  construction,  and  is  a  greater  sum  than  has 
been  used  for  this  purpose  during  any  similar  period. 

Most  of  the  provinces  reported  an  increased  mileage,  the 
leader  in  new  construction  being  the  Province  of  Pangasinan, 
with  an  increase  of  26  miles.  Practically  all  of  the  existing 
mileage  is  the  product  of  the  last  seven  years. 


NEWS  NOTES 


The  County  CommlHMionerM  of  I.oraln  and  CuyahoBH  Countlex, 

O.,  will  cooperate  to  secure  the  improvement  of  a  16-mile  high- 
way from  Lorain  to  Cleveland,  O. 


The  City  of  Seville,  Spain,  is  planning  to  float  a  large  loan 
for  city  improvements.  About  $1,496,000  will  be  devoted  to 
street   work   in   the   city   and   suburbs. 


The  County  CommlaHionerH  of  Stark  Connty,  Ohio,  have  been 
petitioned  to  construct  7%  miles  of  macadam  roads  from 
Justus  to   Beach   City  and   from   Justus   to   Wilmot. 


The  Board  of  SupervlMorH  of  Ventura  County,  Cal.,  has  sold 
$500,000  worth  of  the  $1,000,000  bond  issue  voted  recently 
for  the  purpo.se  of  constructing  a  county  highway  system. 


A  Propoaltion  to  InHue  9130,000  Worth  of  Bonds  for  the  pur- 
pose of  building  new  pikes  and  Improving  existing  roads,  was 
defeated  at  a  recent  special  election  in  Lincoln  County,  Ky. 


The  Date  of  lieceivInK  Bldx  for  constructing  a  bridge  be- 
tween Durham  and  LaHarpe  Townships,  Hancock  County,  111., 
has  been  extended  to  October  12,  at  the  town  hall  in  La  Harpe. 


The  Bureau  of  HlKhnayii  and  Street  Cleaning,  Philadelphia, 
Pa.,  will  receive  bids  on  October  14  for  street  work  which 
will  cost  approximately  $182,000,  according  to  the  engineer's 
estimates. 


A  Special  Klectlon  will  be  Held  Shortly  in  Yellowntone 
County,  Mont.,  on  the  question  of  issuing  bonds  to  the  amount 
of  $500,000  for  the  purpose  of  building  a  highway  across  the 
entire   county. 


The   Expenditure   of  9.1.1,000   on   the   Keaumuku    Iload   at    the 

north  end  of  the  Island  of  Hawaii,  completes  the  240-mile  belt 
road  around  the  entire  island.  A  description  of  this  road  was 
published   in   the  May   1   issue   of  "Good  Roads." 


October  9,  1915 


GOOD    ROADS 


225 


COMING  MEETINGS 


October  11-12. — National  Paving  Brick  Manufacturers'  As- 
sociation.— Annual  convention,  Dayton,  O.  Secretary,  Will 
P.  Blair,  B.  of  L.   E.  Bldg.,  Cleveland,   O. 

October  12-13 — Alabama  Good  Roads  Association. — 19th 
annual  session.  Birmingliam,  Ala.  Secretary,  J.  A.  Rountree, 
Birmingham,  Ala. 

October  12-14. — American  Society  of  Municipal  Improve- 
ments.— Annual  convention,  Dayton,  O.  Secretary,  Charles 
Carroll  Brown,  702  Wulsin  Bldg.,  Indianapolis,  Ind. 

October  14-16— Southern  Appalachian  Good  Roads  Associa- 
tion— Annual  convention,  Bluefield,  W.  Va.  Secretary,  C.  B. 
Scott,    Richmond,  Va. 

October  26-27. — Washington  State  Good  Roads  Association. 

— Annual  meeting,  EUensburg,  Wash.     Secretary,   Frank  W. 
Guilbert,  Spokane,  Wash. 

November  17-19. — National  Municipal  League. — Annual 
convention,  Dayton,  O.  Secretary,  Clinton  Rogers  Wood- 
ruff, 70S   North  American   Bldg.,   Philadelphia,   Pa. 

December  14-17. — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  Secretary,  Her- 
bert  N.   Davison,   Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916. — National  Conference  on  Concrete 
Road  Building. — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Qiicagfo,  111. 


American  Society  of  Municipal  Improvements. 

The  twenty-second  annual  convention  of  the  American 
Society  of  Municipal  Improvements  will  be  held  at  the  Hotel 
Miami,  Dayton,  C,  October  12,  13,  14  and  IS,  as  announced 
in  previous  issues  of  "Good  Roads." 

The  opening  session  on  Tuesday,  October  12,  will  be  de- 
voted to  organization  and  the  reports  of  officers  and  com- 
mittees. Several  papers  and  reports  will  be  read  at  the  after- 
noon session,  among  them  the  following:  Report  of  Com- 
mittee on  Garbage  Disposal  and  Street  Cleaning,  Chairman, 
John  T.  Fetherston,  Commissioner  of  Street  Cleaning,  New 
York  City,  N.  Y.;  "Paving  Maintenance  from  the  Stand- 
point of  its  Relation  to  the  Economical  Features,"  Robert 
A.  Meeker,  State  Engineer,  Department  of  Public  Roads, 
New  Jersey;  "The  Maintenance  of  Pavements,"  Jacob  L. 
Bauer,  County  Engineer,  Union  County,  N.  J. 

On  Tuesday  evening  the  association  will  be  tendered  a 
banquet  at  the  Hotel  Miami  by  the  National  Paving  Brick 
Manufacturers'  Association,  which  closes  its  own  conven- 
tion in  Dayton  on  that  date. 

The  program  for  the  remainder  of  the  convention  con- 
tains the  following  papers  and  reports: 

Wednesday  morning:  "Napped  or  Recut  Granite  Paving 
as  Used  and  Constructed  in  Baltimore,"  R.  M.  Cooksey, 
Principal  Assistant  Engineer,  Paving  Commission,  Baltimore, 
Md.;  "Joint  Fillers  for  Granite  Block  Pavements,"  C.  D. 
Pollock,  Consulting  Engineer,  New  York  City,  N.  Y.;  "As- 
phalt Repairs  for  Small  Municipalities,"  W.  H.  Taylor,  Jr., 
City  Engineer,  Norfolk,  Va.;  "The  Types  of  Bituminous 
Construction  and  Their  Limitations,"  Francis  P.  Smith,  New 
York  City,  N.  Y.;  "Cement  Concrete  Highway  Pavement," 
A.  M.  Reynolds,  Chief  Engineer,  Essex  County,  N.  J.,  Park 
Commission. 

Wednesday  evening:  Report  of  the  Committee  on  Street 
Paving,   Chairman.   Frederick  A.  Reimer,   County   Engineer, 


Essex  County,  N.  J.;  "Wood  Block  Pavements  with  Special 
Reference  to  Economic  and  Efficient  Wood  Preservatives," 
J.  W.  Howard,  Consulting  Engineer  on  Roads  and  Pave- 
ments, New  York  City,  N.  Y.;  "The  Proper  Oil  for  Treat- 
ing Wood  Block  for  Paving,"  P.  C.  Reilly,  Indianapolis, 
Ind.;  "Wood  Block  Specifications,"  Hermann  von  Schrenk, 
Consulting  Engineer,  St.  Louis,  Mo.;  "Some  Experiences 
in  Creosoted  Wood  Block  Paving,"  E.  R.  Dutton,  Assistant 
Engineer,  Minneapolis,  Minn.;  "Brick  Paving,"  illustrated, 
Will  P.  Blair,  Secretary,  National  Paving  Brick  Manufac- 
turers'Association,  Cleveland,  C;  "Vertical  Fiber  Brick  Pave-> 
ments,"  A.  D.  Buck,  City  Engineer,  Greenville,  Tex.;  "Vitri- 
fied Block  Construction  of  Streets  and  Roads,"  William  C. 
Perkins,  Chief  Engineer,  Inspection  Department,  Dunn  Wire- 
Cut  Lug  Brick  Co.,  Conneaut,  O. 

Thursday:  "The  Relation  Between  Specifications,  Tests 
and  the  Uses  of  Materials,"  Benjamin  Brooks,  Engineer,  In- 
ternational Clay  Products  Bureau,  Kansas  City,  Mo.;  Report 
of  Committee  on  Standard  Forms,  Chairman,  A.  Prescott 
Folwell,  New  York  City,  N.  Y.,  and  of  sub-committees  on 
Street  Cleaning  and  Refuse  Disposal,  Chairman,  J.  T.  Feth- 
erston, New  York  City,  N.  Y.;  Sidewalks  and  Curbs,  Harry 
F.  Harris,  Newark,  N.  J.;  report  of  Committee  on  Standard 
Specifications,  Chairman,  George  W.  Tillson,  Consulting  En- 
gineer to  the  President  of  the  Borough  of  Brooklyn,  New- 
York  City,  N.  Y.,  and  of  sub-committees  on  Wood  Block 
Paving,  Chairman,  Ellis  R.  Dutton,  Minneapolis,  Minn.; 
Brick  Paving,  Chairman,  Edward  H.  Christ,  Grand  Rapids, 
Mich.;  Bituminous  Paving,  Chairman,  Linn  White,  Chicago, 
111.;  Asphalt  Paving,  Chairman,  Francis  P.  Smith,  New  York 
City,  N.  Y.;  Concrete  Paving,  Chairman,  William  J.  Har- 
dee, New  Orleans,  La.;  Stone  Block  Paving,  Chairman,  H. 
H.  Schmidt,  Brooklyn,  N.  Y.;  Broken  Stone  and  Gravel 
Roads,  Chairman,  A.  H.  Blanchard,  New  York  City,  N.  Y. 

Friday:  Report  of  Committee  on  Traffic  on  Streets,  Chair- 
man,  L.   L.  Tribus,   New   York  City,  N.  Y.;   C.   D.   Pollock, 

E.  P.  Goodrich  and  J.  W.  Howard;  "The  Traffic  Census  and 
its  Bearing  on  the  Selection  of  Pavements,"  Maj.  W.  W. 
Crosby,   Consulting  Engineer,   Baltimore,   Md. 

The  Committee  on  Convention  Arrangements  consists  of 
James  E.  Barlow,  Dayton,  O.,  Chairman;  Charles  C.  Brown, 
Indianapolis,  Ind.,  and  A.  Prescott  Folwell,  New  York  City, 
N.    Y.     Those   serving   on   the   Committee   on    Exhibits   are 

F.  J.  Cellarius,  Dayton,  O.,  Chairman;  F.  L.  Manning,  Ports- 
mouth, O.;  B.  F.  Granger,  Jackson,  Mich.;  James  E.  Barlow, 
Dayton,  O.,  and  Frank  G.  Cutter,  Chicago,  111. 


National  Paving  Brick  Manufacturers'  Association 

The  annual  convention  of  the  National  Paving  Brick  Manu- 
facturers' Association  will  be  held  at  the  Hotel  Miami,  Day- 
ton, O.,  on  Monday  and  Tuesday  of  next  week.  A  feature 
of  the  convention  will  be  a  banquet  tendered  by  the  associa- 
tion on  Tuesday  evening,  to  the  members  of  the  American 
Society  of  Municipal  Improvements  whose  annual  meeting 
begins  in  Dayton  on  that  day,  as  noted  elsewhere  in  this 
issue. 


Southern   Appalachian   Good   Roads   Association 

The  Southern  Appalachian  Good  Roads  Association  will 
hold  its  annual  convention  at  Bluefield,  W.  Va.,  on  Thursday, 
Friday  and  Saturday  of  next  week.  The  membership  of  the 
association  embraces  the  states  of  West  Virginia,  Virginia, 
North  Carolina,  South  Carolina,  Georgia,  Alabama,  Tennessee 
and  Kentucky.  Dr.  Joseph  Hyde  Pratt,  Secretary  of  the 
North  Carolina  State  Highway  Commission,  is  President  of 
the  association. 


Alabama  Good  Roads  Association 

The  19th  annual  session  of  the  Alabama  Good  Roads  Asso- 
ciation will  be  held  at  Birmingham,  Ala.,  o^  Twesday  and 


226 


GOOD    ROADS 


October  9,  1915 


Wednesday  of  next  week  under  the  auspices  of  the  Jefferson 
Coonty.  Ala..  Good  Roads  Association  and  the  Birmingham 
Chamber  of  Commerce.  Inasmuch  as  the  Alabama  State 
Fair  will  be  held  at  Birmingham  during  all  of  next  week,  it  is 
expected  that  there  will  be  an  unusually  large  attendance  at 
the  session  of  the  association. 


MEETING 


Northwestern  Road  Cong^ress 

The  annual  meetinK  of  the  Northwestern  Road  Congress 
was  held  at  Cedar  Rapids,  la.,  commencing  on  Monday  and 
closing  on  Thursday  of  this  week. 

The  program  was  published  in  the  September  4  issue  of 
"Good  Roads."  and  covered  a  wide  range  of  subjects.  The 
meeting  was  attended  by  a  large  number  of  road  builders 
and  others  interested  in  the  development  of  good  roads  from 
the  Mction  embraced  in  the  membership  of  the  congress. 


PERSONAL   NOTES 


J.  t.  Lowther,  County  Engineer  of  Cass  County,  la.,  has 
resigned. 

R.  E.  Rotzler  has  resigned  as  County  Engineer  of  Wright 
County,  Iowa. 

Franklin  Henshaw  has  been  appointed  Street  Commissioner 
of  Scarsdale,  N.  Y. 

M.  S.  Smith,  a  contractor  of  Mount  Pleasant,  la.,  died  re- 
cently of  injuries  received  from  a  fall. 

Edward  E.  Bradley  has  been  re-elected  Highway  Commis- 
sioner of  the  Town  of  Stonington,  Conn.,  for  a  term  of  three 
years. 

James  E.  Gladding,  who  has  been  City  Engineer  of  Albu- 
querque, N.  M.,  since  1906,  has  been  appointed  City  Engineer 
of  El  Paso,  Tex. 

A.  J.  Taylor,  Assoc.  M.  Am.  Soc.  C.  E.,  City  Engineer  of 
Wilmington,  Del.,  has  resigned  and  joined  the  engineering 
staff  of  E.  I.  duPont  deNemours  &  Co.,  Wilmington. 

Charles  E.  Williams,  founder  of  the  contracting  firm  of 
Williams.  McN'aughton  &  Bapst,  Buffalo,  N.  Y.,  and  President 
of  the  German  Rock  Asphalt  &  Cement  Co.,  of  Buffalo,  died 
recently. 

L.  G.  Krull  has  been  appointed  County  Engineer  of  Wright 
County.  la.,  to  succeed  R.  E.  Rotzler,  whose  resignation  is 
noted  elsewhere  in  this  column.  Mr.  Krull's  headquarters 
will  be  at  Clarion,  la. 

H.  S.  Williams,  who  has  been  Assistant  County  Engineer 
of  Cass  County,  la.,  has  been  appointed  County  Engineer, 
succeeding  J.  E.  Lowther,  notice  of  whose  resignation  appears 
elsewhere  in  this  column. 

August  F.  Gunther,  General  Superintendent  and  Chief  of 
the  uniformed  force  of  the  Department  of  Street  Cleaning 
New  York  City,  N.  Y.,  died  October  7,  at  his  home  in  the 
Borough  of  the  Bronx,  New  York  City.  He  entered  the 
department  m  1895  as  a  sweeper  and  rose  through  all  grades 
by  passmg  civil  service  examinations,  until  he  held  the 
highest  position  in  the  uniformed  force  of  the  department 


The  Whalen  form  for  concrete  culverts,  manufactured  by 
the  Concrete  Form  Co.,  Inc.,  Syracuse,  N.  Y.,  received  the 
liiKliest  award  for  concrete  highway  construction  at  the 
I'anama-Pacific   Exposition. 


The  .American  Steel  Dredge  Co.,  Fort  Wayne,  Ind.,  has  re- 
cently issued  a  new  bulletin  concerning  the  "Single  Line"  re- 
volving steam  shovel.  The  apparatus  is  described  in  detail 
and  the  bulletin,  which  is  printed  in  two  colors,  contains  a 
number  of  line  engravings  and  half-tone  reproductions  of  pho- 
tographs showing  the  shovel  in  use. 


The  Bausch  &  Lonib  Optical  Co.,  Rochester,  N.  Y.,  was 
awarded  four  grand  prizes,  one  medal  of  honor  and  one  gold 
medal  at  the  Panama-Pacific  Exposition.  One  of  the  grand 
prizes  was  awarded  for  general  design  and  excellence  of  qual- 
ity of  the  Bausch  &  Lomb  surveying  instruments.  Among 
the  features  of  these  instruments  which  secured  for  them  the 
liighest  award,  are  the  recalculated  lens  system,  with  maxi- 
mum apertures,  interior  focusing,  waterproof  construction, 
tarnish-proof  graduations  and  the  tubular  tungsten  magnetic 
needle. 


The  property  and  business  of  the  E.  L  du  Pont  de  Nemours 
Powder  Co.,  of  New  Jersey,  has  been  sold  and  transferred 
to  E.  I.  du  Pont  de  Nemours  &  Co.,  a  corporation  organized 
under  the  laws  of  Delaware.  The  new  corporation  bears 
the  name  of  the  original  Delaware  concern  established  in 
1802  by  E.  I.  du  Pont  de  Nemours,  and  assumes  all  con- 
tracts and  liabilities  of  the  old  company,  except  capital  stock 
and  funded  debt.  There  will  be  no  change  in  the  personnel 
of  the  management,  operations  or  business  methods.  The 
new  company  will  issue  capital  stock  to  the  amount  of 
$120,000,000  and  the  present  headquarters  at  Wilmington, 
Del.,  wiir  1)6  retained. 


NEWS  NOTES 


The  City  Couneil  of  HnstinKH,  IVeb.  is  considering  paving   the 
streets  of  26   districts  of   the  city. 


A  Bond  IiiMiie  of  $300,000  was  recently  voted  in  Leon  County, 
Fla.  The  money  will  be  used  for  constructing  a  link  of  the 
Dixie  Hlshway. 


The  FlMcul  Court  of  HopkinH  County,  Ky.,  has  awarded  con- 
tracts for  the  improvement  of  tour  miles  of  roads  leading  out 
of   MadlsonvlIIe,   Ky. 


Chatham    County,   Ga.,   Voted   IfST.I.OflO   Worth   of   Rondii    at    a 

special  election  held  recently.     It  is  plannod  to  use  the  proceeds 
for  the  construction   of  roads. 


A    Special    Bleetlon   U    Helni;   Held   In   Mercer   County,   N.    D., 

today   on    the   question   of   issuing    $100,000   worth    of    bonds    for 
road    work    to   be   done   next   spring. 


KoadM  in  Jaaper  County,  Mo.,  were  badly  damaged  recently 
by  heavy  rain.  It  Is  estimated  that  necessary  repairs  now 
being  made   will  cost  approximately   $50,000. 


An  Appropriation  of  91,000,000  or  »1  ,.''>0O,0OO  by  the  Board 
of  Estimate  and  the  City  Council  of  Detroit,  Mich.,  is  now 
planned  for  the  purpose  of  replacing  the  Belle  Isle  bridge, 
which  was  destroyed  by  fire  last  spring.  It  will  be  re- 
membered that  a  proposition  to  Issue  $2,000,000  worth  of 
bonds  for  this  purpose  was  defeated  at  a  special  election  held 
In  July.  The  new  plan  would  obviate  the  necessity  of  wait- 
ing two  years  before  resubmitting  the  bond  Issue  to  a  vote. 
At  present  It  Is  planned  to  build  a  temporary  bridge  costing 
not  more  than   flOO.OOO, 


n 


? 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series.  Vol.  XLVIII. 
New  Seriea,  Vol.  X. 


NEW  YORK,  OCTOBER  16,  1915 


Number 
16 


Founded  January,  1892. 

published  weekly  by 
The  E.  L.  Pow^ees  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  PoweU,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address :  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico ;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 


Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements— will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


The   State   of  Colorado   Plans   Extensive 
Road  Improvements 

According  to  present  plans,  the  State  of  Colorado  will 
spend  $650,000  annually,  under  the  Good  Roads  law,  in  the 
construction  of  roads.  This  expenditure,  it  is  understood, 
is  in  addition  to  any  funds  which  may  be  spent  by  the 
counties  or  other  administrative  units. 

It  is  planned  to  start  work  in  the  spring  and  the  first 
efforts,  it  is  understood,  will  be  devoted  to  completing  the 
construction  of  approximately  15,000  miles  of  roads  now 
under  the  jurisdiction  of  the  State  Highway  Commission, 
and  then  to  add  another  15,000  miles  as  time  and  funds 
permit. 

About  $250,000  of  the  sum  to  be  expended  during  1916 
will  be  applied  to  the  roads  in  territory  tributary  to  the 
City  of  Denver. 


Iowa    Commission    Favors    Local    Option    on 
Road  Building  Materials 

At  a  recent  meeting  at  Council  Bluffs,  la.,  the  Iowa  Better 
Roads  Commission  favored  local  option  in  the  choice  of  road 
building  materials  to  as  great  an  extent  as  circumstances  will 
permit. 

The  commission,  consisting  of  seven  members,  was  ap- 
pointed by  Governor  George  W.  Clarke,  of  Iowa,  as  noted 
in  the  August  28  issue  of  "Good  Roads,"  to  investigate  the 
road  question  and  to  formulate  plans  for  the  financing  and 
construction   of   a   state-wide    system   of   roads. 

The  preliminary  plans  of  the  commission  provide  for  the 
division  of  the  state  into  districts,  the  voters  of  which  will 


take  the  initiative  in  the  matter  of  road  construction,  both 
as  to  the  amount  of  work  to  be  done  and  the  materials  to 
be  used. 

Trunk  line  roads,  the  commission  believes,  are  not  the 
primary  need  of  the  state,  but  the  construction  of  roads 
leading  from  the  farming  districts  to  the  market  centers 
should  be  commenced  as  soon  as  possible. 

Several  committees  have  been  appointed  to  investigate 
matters  in  connection  with  the  commission's  work,  and  an- 
other meeting  will  be  held  during  the  first  week  in 
November. 


Additional  Contracts  Awarded  for  Road  Work 
in  Ohio 

What  is  understood  to  be  practically  the  last  large  high- 
way letting  of  the  season  in  Ohio  took  place  recently  when 
State  Highway  Commissioner  Cowen  opened  bids  for  ap- 
proximately $226,000  worth  of  work. 

The  lowest  bidder  in  each  case,  as  noted  below,  will  be 
awarded  the  contract: 

Carroll  County,  Canton-Steubenville  Road,  Union  and  Lee 
Townships. — E.  H.  Derfenbacher,  Massillon,  $21,286. 

Coshocton  County,  Newcomerstown-Coshocton  Road,  Tus- 
carawas Township.— Coshocton  Construction  Company, 
$35,940. 

Fayette  County,  Washington-Bloomingburg  Road,  Union 
and  Paint  Townships. — Addison  Hayes,  Washington  Court 
House,  $675. 

Jefferson  County,  Ohio  River  Road,  Wells  Township. — 
Adley  &  Dickey,  Canton,  brick,  $40,700;  concrete,  $37,450. 

Mahoning  County,  Akron-Canfield  Road,  Berlin  Township. 
—Gallagher  &  Aaron,  Youngstown,  $2,396.53. 

Perry  County,  New  Lexington-Athens  Road,  Monroe 
Township.— Engineering  Service  Company,  Columbus, 
$41,453.  Newark-New  Lexington  Road,  Reading  Township. — 
Parrish  &  Bales,  Dayton,  $23,987. 

Portage  County,  Cleveland-Kent  Road,  Franklin  Township. 
—Parrish   &   Bales,   Dayton,  $24,180. 

Vinton  County,  McArthur-Logan  Road,  Swan  Township.— 
Green  &  Gettman,  Kent,  $1,455. 

Cuyahoga  County,  Cleveland-Wooster  Road,  Parma  Town- 
ship.— Kennedy,   Warren   Company,   Medina,  $6,699.50. 

Huron  County,  Bellevue-Norwalk  Road,  Ridgefield  Town- 
ship.—G.  G.  Horn  &  Miller,  Bellevue,  $1,448.84. 

Huron  County,  Bellevue-Norwalk  Road,  Lyme  Township. 
— G.  G.  Horn  &  Miller,  Bellevue,  $4,122.77. 

Huron  County,  Bellevue-Norwalk  Road,  Lyme  and  Ridge- 
field Townships.— G.   G.    Horn,   Bellevue,  $4,849.83. 

Huron  County,  Oberlin-Norwalk  Road,  Wakeman  Town- 
ship.—Hart  &  Kamp,  Elyria,  $7,463.96. 

Huron  County,  Oberlin-Norwalk  Road,  Norwalk  Town- 
ship.—Hart   &   Kamy,   Elyria,  $1,858.72. 

Paulding  County,  Payne-Hicksville  Road,  Harrison  Town- 
ship.—R.  C.  Roach,  Westerville,  $7,463.93. 


228 


GOOD    ROADS 


October  16,  1915 


The  Second  Annual  Exhibition  of  Street  Cleaning  Machinery 

and  Appliances  in  New  York  City 


Tbe  second  annual  exhibition  of  street  cleaning  apparatus 
and  appliances  has  been  in  session  during  all  of  this  week 
at  the  armory  of  the  First  Regiment  of  Field  Artillery,  Broad- 
way and  68th  Street.  New  York  City,  N.  Y.  As  has  been 
•tated  in  previous  issues  of  "Good  Roads,"  the  exhibition  is 
held  under  the  auspices  of  the  Department  of  Street  Clean- 
ing, New  York  City. 

Although  only  the  second  event  of  its  kind,  the  interest 
shown  in  the  exhibition  by  exhibitors  and  public  alike  has 
been  such  as  to  encourage  the  officials  of  the  department  in 
their  plan  to  make  it  an  annual  affair.  The  exhibits  this 
year,  according  to  Joseph  R.  Buchanan,  Director  of  Exhib- 
its, exceeded  those  of  the  initial  show  held  a  year  ago,  both 
in  numbers  and  interest  and  the  public  showed  an  interest 
wholly  unexpected  and  extremely  gratifying. 


nected  with  the  work  of  street  cleaning,  and  a  number  of 
prominent  women  made  addresses  on  what  was  designated 
as  "Housewives  Day."  There  were  also  talks  by  various 
exliibitors. 

On  Tuesday  afternoon  there  was  a  parade  of  the  uni- 
formed force  of  the  Department  of  Street  Cleaning,  a  feature 
of  which  was  the  so-called  "model  district,"  which  showed 
street  cleaning  apparatus  especially  adapted  to  the  require- 
ments of  a  large  city.  Several  of  the  exhibitors  participated 
in  the  parade,  which  aroused  great  public  interest.  Music 
for  the  parade  was  furnished  by  the  bands  of  the  Street 
Cleaning  and  Police  Departments. 

Thursday  evening  there  were  addresses  by  Mayor  Louis 
Will,  Syracuse,  N.  Y.;  Presidents  Marcus  M.  Marks  and  L.  H. 
Pounds  of  the  Boroughs  of  Manhattan  and   Brooklyn,  New 


SECOND    ANNUAL.   EXHIBITION    OF    STREET    CLEANING    A  PPARATUS    AND    APPLIANCES    UNDER    THE    AUSPICES    OF 

THE  NEW  YORK  CITY  DEPARTMENT  OF  STREET    CLEANING. 


The  exhibition  was  formally  opened  on  Monday  night  by 
Mayor  John  Purroy  Mitchel  of  New  York  City,  who,  in  an 
address  detailing  the  objects  of  the  affair,  paid  a  glowing 
tribute  to  the  work  done  by  the  New  York  City  department 
under  the  administration  of  Commissioner  John  T.  Feth- 
erston.  The  Mayor's  address  was  followed  by  an  exhibition 
of  motion  pictures  showing  various  phases  of  the  work  of 
the  New  York  City  Police  and  Fire  Departments  and  the 
public  schools. 

The  prr.jram  for  the  week,  in  addition  to  the  motion  pic- 
tore  entertainment,  concerts  by  the  band  of  the  Department 
of  Street  Cleaning  and  vocal  music  by  members  of  the  depart- 
ment, included  addresses  by  persons  prominent  in  the  official 
and  social  life  of  New  York  and  other  cities.  Several  well- 
known  physicians  lectured   on   hygiene   and   health   as   con- 


York  City,  and  John  F.  O'Toole,  Superintendent  of  High- 
ways and  Sewers,  Pittsburgh,  Pa. 

On  Friday  evening  an  inspection  of  exhibits  was  made  by 
a  committee  of  the  Municipal  Engineers  of  the  City  of  New 
York,  composed  of  Edward  A.  Byrne,  Chairman;  Albert  F. 
Kraus,  George  L.  Christian,  Morton  F.  Fouquet  and  Llewel- 
lyn W.  Freeman.  The  committee  was  assisted  by  the  fol- 
iowing  officials  of  the  Department  of  Street  Cleaning:  Com- 
missioner Fetherston,  Deputy  Commissioners  A.  E.  Kahl- 
bach  and  A.  B.  Clark,  Examining  Engineer  R.  B,  Carver 
and  Superintendent  of  Final  Disposition  F.  L.  Stearns. 

The  session  Saturday  afternoon  will  be  devoted  to  the 
children  of  the  public  and  parochial  schools  of  New  York 
City,  and  gold,  silver  and  bronze  medals  will  be  awarded  by 
Commissioner    Fetherston    for   poster    designs   dealing    with 


October  16, 1915 


GOOD    ROADS 


229 


SECTION  OF  ANNUAL  PARADE,  NEW  YORK  DEPARTMENT 
OF  STREET  CLEANING. 

the  work  of  the  department,  executed  by  school  children. 
Saturday  night  the  exhibition  will  close  with  exercises  con- 
ducted by  the  four  chaplains  of  the  department. 

The  exhibition  proper  was  very  comprehensive.  All  of 
the  apparatus  used  in  New  York  City's  model  district  was 
shown,  as  were  models  of  the  new  type  of  riverside  refuse 
dumps  and  the  self-propelled  and  towing  barges  used  by  the 
department. 

The  trade  section  of  the  exhibition  was  as  follows: 

Austin-Western  Road  Machinery  Co.,  Chicago,  111. — Austin 
oil  sprinkler  with  heater  attachment,  Austin  two-speed 
sprinkler-sweeper. 

Tiffin  Wagon  Co.,  Tiffin,  O. — Horse-drawn  apparatus; 
Automatic  flusher,  sprinkler,  power  flusher.  Motor-driven 
apparatus:  Sprinkler  and  two  types  of  power  flushers. 

Good  Roads  Ma.chinery  Co.,  New  York  City. — Three  types 
of  snow  plows  and  a  dump  wagon  with  snow  plow  attach- 
ment mounted  on  a  Garford  chassis. 

Charles  Hvass  &  Co.,  Inc.,  New  York  City. — Sweeper,  com- 
bination sweeper  and  sprinkler,  motorcycle  sweeper,  sprinkler, 
squeegee,  can  carrier,  refuse  cans,  photographs  of  the  Hvass 
trailer  and  motor-driven  pressure  flusher,  sprinkler,  oiler 
or  gravity  sprinkler. 

M.  Eberhardt  &  Son  Co.,  New  York  City. — Refuse  cans, 
model  of  sanitary  loading  device. 

George  B.  Marx,  Brooklyn,  N.  Y.— Trailer. 

Wirt  &  Knox  Mfg.  Co.,  Philadelphia,  Pa. — Can  carriers, 
bag  carriers,  combination  can  and  bag  carrier,  hose  cart. 


Studebaker,  South  Bend,  Ind. — Power  flusher,  combination 
sweeper  and  sprinkler,  pneumatic  flusher,  sprinkler,  ash  and 
garbage  wagon. 

Bogert  &  Jones. — Garbage  and  ash  cans. 

General  Vehicle  Co.,  Long  Island  City,  N.  Y. — Gasoline- 
electric  tractor  with  snow  plow  equipment. 

Universal  Road  Machinery  Co.,  Kingston,  N.  Y. — Reliance 
sweeper. 

Kindling  Machinery  Co.,  Milwaukee,  Wis. — Sand  spreader, 
street  washing  machine. 

Merritt  Street  Sweeping  Machine  Co.,  New  York  City,  N. 
Y. — Street  sweeping  machine. 

Elgin  Street  Sweeper  Co.,  Elgin,  111. — Motor-driven 
sweeper. 

George  M.  Bowen,  Brooklyn,  N.  Y. — Odorless  garbage  can 
cover. 

Model  Refuse  Collection  System,  Inc.,  New  York  City. — 
Models  of  refuse  collecting  wagons. 

Carl)on  Machinery  Equipment  Co.,  Inc.,  Rochester,  N.  Y. 
— Automatic   power   loading   wagon. 


COMING  MEETINGS 


October  26-27 — Washington  State  Good  Roads  Association 
— Annual  meeting,  Ellensburg,  Wash.  Secretary,  Frank  W. 
Guilbert,  Spokane,  Wash. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
70S  North  American  Building,  Philadelphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  Secretary,  Her- 
liert  N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


The  International  Road  Congress 

A  good  roads  meeting,  known  as  the  International  Road 
Congress,  will  be  held  at  Worcester,  Mass.,  December  14,  15, 
16  and  17,  under  the  auspices  of  the  Worcester  Chamber  of 
Commerce. 

In  connection  with  the  meeting  it  is  planned  to  have  an 
exhibit  of  road  building  machinery  and  materials  and  mod- 
els of  road  and  bridge  construction.  It  is  announced  that 
there  will  also  be  an  exhibit  by  the  United  States  Office  of 
Public  Roads. 

The  several  governors  of  the  New  England  states  have 
been  invited  to  attend  the  sessions  of  the  congress  and  those 
in  charge  state  that  all  of  these  officials  have  sent  accept- 
ances. It  is  expected  that  numerous  other  officials  and  men 
interested  in  road  building  afifairs  will  be  present. 

The  Program  Committee  consists  of  Harold  Parker,.  John 
H.  Brownell  and  Herbert  N.  Davison,  of  Worcester,  Mass.; 
A.  W.  Dean  of  Boston,  Mass.,  and  E.  L.  Powers,  of  New 
York  City,  N.  Y. 

It  is  the  intention  of  those  having  charge  of  the  arrange- 
ments for  the  congress,  to  hold  the  meetings  in  the  ball- 
room of  the  new  Bancroft  Hotel  and  the  exhibit  will  be  held 
in  the  Worcester  Auditorium  which  is  nearljy. 


TYPE  OF  COVERED  C.\RT  USED  BY  NEW  YORK  DEPART- 
MENT OF   STREET   CLEANING. 


The  County  CommlNHionerM  of  Lorntn  Cf>unty,  O.,  have  ap- 
pointed a  new  Good  Roads  Commission  in  District  No.  1.  com- 
prising Eaton,  Elyria,  Ridgevllle  and  Carlisle  Townships.  The 
commission  consists  of  Frank  K.  Fauver,  Elyria;  D.  J.  Camp- 
bell, Carlisle;  E.  L.  Mills,  RidgevlUe,  and  J.  Z.  Cole,  Baton. 


230 


GOOD    ROADS 


October  16,  1915 


GROUP    OK    DELEGATES    TO    THE    TWENTY-SECOND    ANNUAL.   MEETING   OF   THE    AMEUIC 


Twenty-Second   Annual  Meeting  of  the  American  Society  of 

Municipal   Improvements 


The  twenty-second  annual  convention  of  the  American 
Society  of  Municipal  Improvements  was  held  at  the  Hotel 
Miami,  Dayton,  O.,  on  Tuesday,  Wednesday,  Thursday  and 
Friday  of  this  week  and  was  attended  by  a  large  number  of 
delegates  from  all  parts  of  the  country  and  Canada. 

Although  the  convention  proper  did  not  begin  until  Tues- 
day, there  was  a  meeting  on  Monday  of  the  Committee  on 
Standard  Specifications  and  the  various  sub-committes  and 
others  interested.  There  was  also  a  joint  meting  of  the  Brick 
Paving  Committee  and  members  of  the  National  Paving 
Brick  Manufacturers'  Association. 

Addresses  of  welcome  were  delivered  at  the  opening  of  the 
session  by  George  W.  Shroyer,  Mayor,  and  Henry  M.  Waite, 
City  Manager  of  Dayton,  and  F.  W.  Rike,  President  of  the 
Greater  Dayton  Association.  Morris  R.  Sherrerd,  Chief 
Engineer  of  the  Board  of  Public  Works,  Newark,  N.  J., 
Past  President  of  the  Society,  responded. 

These  addresses  were  followed  by  a  business  session,  dur- 
ing which  President  William  A.  Howell  delivered  his  annual 
address  and  reports  were  made  by  Secretary  Charles  C. 
Brown  and  Treasurer  W.  B.  Howe.  The  remainder  of  the 
program  was  carried  out  substantially  as  published  in  the 
October  9  issue  of  "Good  Roads." 

Tuesday  evening  the  members  attended  a  banquet  given  in 
their  honor  by  the  National  Paving  Brick  Manufacturers' 
Association,  details  of  which  are  given  in  the  report  of  the 
meetini?  of  that  organization  which  appears  elsewhere  in  this 
issue. 

Wednesday  morning  the  visitors  were  invited  to  inspect 
the  plant  of  the  National  Cash  Register  Company,  followed 
by  luncheon.  In  the  afternoon  several  places  of  interest  to 
engineers  were  visited. 

Thursday  morning  a  tour  of  the  city  market  was  made, 
and  this  was  followed  by  an  inspection  of  the  budget  exhibit 
of  the  city  and  county  at  Memorial  Hall.  Luncheon  was 
served  at  the  Hills  and  Dale  Club,  and  in  the  afternoon  an 
automobile  trip  was  made  which  included  several  points  of 
interest  and  a  stop  at  the  home  of  Mrs.  C.  F.  Kettering, 


where  the  visitors  were  entertained  with  an  organ  recital. 
Thursday  evening  a  theater  party  was  largely  attended. 

The  following  officers  were  elected:  President,  A.  F. 
Macallum,  Hamilton,  Ont.;  First  Vice  President,  Norman  S. 
Sprague,  Pittsburgh,  Pa.;  Second  Vice  President,  John  B. 
Hittell,  Chicago,  111.;  Third  Vice  President,  Elbridge  R.  Co- 
nant,  Savannah,  Ga.;  Secretary,  Charles  C.  Brown,  Indian- 
apolis, Ind.;  Treasurer,  Will  B.  Howe,  Concord,  N.  H. 

It  was  decided  to  hold  the  next  meeting  of  the  society  at 
Newark,  N.  J. 

The  report  of  the  Committee  on  Standard  Specifications 
was  the  subject  of  considerable  discussion.  The  convention 
adopted  specifications  for  the  following  pavements:  Brick, 
stone  block,  sheet  asphalt,  bitulithic,  cement  concrete  and 
bituminous  concrete  having  a  mineral  aggregate  composed 
of  one  product  of  stone  crushing  plant.  Tentative  specifica- 
tions for  wood  block  pavement  were  accepted. 


MKMBKHS  AND  GUE.ST.S  OF  THE  A.  S.  M.  I.  AND  N.  I'.  B.  M.  A. 
•  INSPECTING    STREETS   AT    DAYTON. 


October  16,  1915 


GOOD    ROADS 


231 


tf*il» 


^r  #.-t# 


lETY    OF   MUNICIPAL    IMPROVEMENTS    HELD    AT    DAYTON,    OHIO,    OCTOBBK    12.   13.   14  AND  15. 


Street   Cleaning   OfiFicials    Organize 

On  Friday  of  this  week  a  meeting  of  street  cleaning  ofifi- 
cials  and  others  interested  in  the  work  was  held  in  New 
York  City  for  the  purpose  of  effecting  a  permanent  or- 
ganization. 

About  40  cities  were  represented  at  the  meeting  and  an 
organization  to  be  known  as  the  Society  for  Street  Cleaning 
and  Refuse  Disposal  of  the  United  States  and  Canada  was 
formed.  It  was  decided  to  have  three  classes  of  member- 
ship; active,  including  municipalities  and  individuals,  hon- 
orary and  associate.  The  last  named  class  will  include 
manufacturers  of  street  cleaning  apparatus  and  appliances. 

The  following  officers  were  elected:  President,  John  T. 
Fetherston,  Commissioner  of  Street  Cleaning,  New  York 
City,  N.  Y.;  Vice  Presidents,  Gus  H.  Hanna,  Commissioner 
of  Street  Cleaning,  Cleveland,  O.;  G.  B.  Wilson,  Commis- 
sioner of  Streets,  Toronto,  Ont.;  H.  J.  Cohn,  Superintend- 
ent of  Street  Cleaning,  Richmond,  Va. ;  Secretary-Treasurer, 
Joseph  R.  Buchanan,  Department  of  Street  Cleaning,  New 
York  City.  The  Executive  Committee  consists  of  the  officers 
and  J.  W.  Kennedy,  Deputy  Commissioner  of  Street  Clean- 
ing, Buffalo,  N.  Y.;  John  F.  O'Toole,  Superintendent,  Bureau 


of  Highways  and  Sewers,  Pittsburgh,  Pa.;  Albert  T.  Rhodes, 
Street  Commissioner,  Worcester,  Mass.,  and  Walter  G.  Lein- 
inger.  Superintendent  of  Streets,   Chicago,   111. 

A  tentative  constitution  was  adopted  and  referred  to  the 
Executive  Committee  for  final  action.  The  committee  also 
has  in  hand  the  matter  of  selecting  the  time  and  place  of 
the  next  meeting. 


Northwestern  Road  Congress 

As  noted  briefly  in  the  last  issue  of  "Good  Roads,"  the 
second  annual  Northwestern  Road  Congress  was  held  at  Ce- 
dar Rapids,  la.,  on  October  4,  5  and  6  with  a  registered  at- 
tendance of  about  300  from  Illinois,  Indiana,  Iowa,  Kansas, 
Michigan,  Minnesota,  Nebraska,  North  Dakota,  South  Da- 
kota and  Wisconsin.  George  W.  Cooley,  Minnesota  State 
Highway    Engineer,    presided. 

The  opening  session  was  taken  up  by  addresses  of  wel- 
come by  Governor  Clarke  of  Iowa,  on  behalf  of  the  state 
and  Mayor  Louis  Roth  of  Cedar  Rapids,  on  behalf  of  the 
city.  Other  speakers  were  Judge  C.  B.  Robbins  of  Cedar 
Rapids;  W.  W.  Marsh,  President  of  the  Greater  Iowa  As- 
sociation, and  J.  P.  Keenan,  Secretary  of  the  congress.  B.  W. 
Williams  of  Madison,  Wis.,  spoke  on  the  topic  "The  Value 
of  Good  Roads  to  a  Community." 

On  Tuesday,  W.  G.  Haskell  of  Linn  County,  la.,  presided 
and  the  first  paper  was  that  of  George  W.  Cooley,  President 
of  the  congress,  entitled  "Developing  of  a  Road  System  for 
Western  States."  The  remainder  of  the  program  was  carried 
out  substantially  as  published  in  "Good  Roads"  for  Sep- 
tember 4. 

The  election  of  officers  was  held  on  Wednesday  and  tie- 
suited   as   follows:  '• 

President,  John  Hazelwood,  President  Wisconsin  State 
Highway  Commission;  Vice  Presidents,  A.  D.  Gash,  Presi- 
dent Illinois  Highway  Commission;  J.  H.  Mullen,  Road  En- 
gineer, Minnesota  Highway  Commission;  F.  W.  Buffum, 
Commissioner  of  Highways,  Missouri;  Secretary,  J.  L.  Long, 
Illinois.  Board  of  Directors:  S.  E.  Bradt,  Illinois;  T.  H. 
McDonald,  Iowa;  A.  A.  Hirst,  Wisconsin;  T.  S.  Brown,  North 
Dakota;  W.  R.  Phillips;  South  Dakota;  J.  P.  Clarkscyi,  Mis- 
souri; H.  M.  Johnson,  Michigan;  W.  B.  Neuman,  Indiana. 


AUTOMOBILES   USED    ON    INSPECTION    TRIP   AT   HILLS 
AND  DALE  CLUB,  WHERE  LUNCHEON  WAS  SERVED. 


The  nudfcet  of  MuHkeson  County,  MU-h.,  calls  for  the  raising 
l^y  taxation  of  $55,458.84  for  roads  and  bridges  to  be  built  dur- 
ing 1916. 


232 


GOOD    ROADS 


October  16,  1915 


MEMBERS   OF    THE    NATIONAL    PAVING    BRICK    MANUFACTURERS'     ASSOCIATION     ASSEMBLED    IN    FRONT    OF    THE 

HOTEL   MIAMI.    DAYTON.    OHIO. 

Annual  Convention  of  the  National  Paving  Brick    Manufac- 
turers' Association 


The  twelfth  annual  convention  of  the  National  Paving 
Brick  Manufacturers'  Association  opened  at  the  Hotel  Miami, 
Dayton,  O.,  on  Monday,  October  11,  with  Charles  J.  Deck- 
man,  Vice  President  of  the  Deckman-Duty  Brick  Company, 
Qeveland,  O.,  President  of  the  association,  in  the  chair. 

Following  Mr.  Deckman's  reading  of  his  annual  report,  a 
business  session  was  held,  after  which  Will  P.  Blair,  Secre- 
tary of  the  association,  submitted  his  report  on  the  work  of 
the  association  during  the  past  year,  and  H.  H.  MacDonald, 
Assistant  Secretary,  told  of  the  publicity  work  done  by  the 
organization. 


C     ni.AIR.    rKEKIHF:NT   i>y   THE    NATIONAL   PAVING 
HKK'K    MAMIAiTl.KEKS'    AHSOCIATION. 


There  was  a  joint  conference  on  Monday  morning  in  which 
the  Brick  Paving  Committee  of  the  American  Society  of 
Municipal  Improvements  participated,  and  on  Tuesday,  fol- 
lowing the  election  of  officers  and  the  completion  of  busi- 
ness, the  brick  manufacturers  took  part  in  the  sessions  of 
the  society. 

The  election  of  officers  took  place  Tuesday  morning  and 
resulted  as  follows; 

President,  C.  C.  Blair,  Youngstown,  O.;  Vice  President, 
J.  W.  Robb,  Clinton,  Ind.;  Secretary,  Will  P.  Blair,  Cleve- 
land, O.;  Assistant  Secretary,  H.  H.  MacDonald,  Cleveland, 
O.;  Treasurer,  C.  C.  Barr,  Streator,  111. 

The  new  Board  of  Directors  is  composed  of  the  following 
members: 

J.  W.  Robb,  Clinton,  Ind.;  Ed.  Rodgers,  Alton,  111.;  R.  A. 
Doan.  Nelsonville,  O.;  W.  N.  Alderman,  Athens.  O.;  C.  C. 
Barr.  Streator,  III.;  C.  C.  Blair,  Youngstown,  O.;  C.  J.  Deck- 
man,  Cleveland,  O.;  C.  P.  Mayer,  Bridgeville,  Pa.;  J.  G.  Bar- 
bour, Canton,  O.;  F.  L.  Manning,  Portsmouth,  O.;  R.  C 
Burton,  Zanesville.  O.;  W.  P.  Blair,  Cleveland.  O.;  G.  O 
French,  Canton,  O.;  J.  L.  Murphy,  Nelsonville,  O.;  F.  W 
Lucke,  Chicago,  111.;  G.  H.  Francis,  Greensburg,  Pa.;  T.  J 
Armstrong,  Springfield,  III.;  J.  B.  Wilcox.  Alliance,  O.;  D.  R, 
Potter,  Clarksburg,  W.  Va.;  John  H.  Simpson,  Dayton,  O. 
W.  R.  Barnhart,  Jr.,  Wooster,  O.;  J.  R.  Zmunt,  Cleveland,  O. 
C.  W.  Turner,  Sciotoville,  O.;  G.  E.  Carlyle,  Portsmouth,  O.; 
F.  L.  Moores,  Cincinnati,  O. 

Tuesday  evening  the  association  tendered  a  banquet  to 
the  memijers  of  the  American  Society  of  Municipal  Improve- 
ments at  the  Hotel  Miami,  at  which  RoI)ert  R.  Nevin,  of  Day- 
ton, was  toastmaster.  Addresses  were  made  by  Former  Gov- 
ernor James  M.  Cox  of  Ohio,  who  spoke  on  "Benefits  Arising 
from  Cooperative  Efforts,"  and  W.  O.  Thompson,  President 
of  the  Ohio  State  University,  whose  subject  was  "Efficiency 
and  Economy  of  Public  Expenditures." 

While  the  banquet  was  in  progress,  the  ladies  accompany- 
ing the  members  of  both  organizations  were  entertained  at 
dinner  by  the  Engineers'  Club  of  Dayton,  at  its  new  clul)- 
house. 


R3'i 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Seriet,  Vol.  XLVIII. 
New  Saries,  Vol.  X. 


NEW  YORK,  OCTOBER  23,  1915 


Number 
17 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


probably  be  given  a  trial  of  two  weeks  before  any  important 
changes  are  made. 

Observers  state  that,  while  the  vehicular  traffic  is  con- 
trolled with  comparative  ease,  the  main  difficulty  is  with 
pedestrians  who  persist  in  attempting  to  cross  the  streets, 
regardless  of  the  direction  of  traffic.  The  correction  of  this 
fault,  however,  would  seem,  according  to  traffic  officials,  to 
be  a  matter  of  education. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty -two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  13.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  tor  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— including 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements— will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue.  


Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Block  System  of  Traffic  Regulation  Tried 
in  New  York  City 

The  officials  of  the  Police  Department  of  New  York  City, 
N.  Y.,  are  experimenting  with  the  block  system  of  traffic 
regulation,  aided  by  the  use  of  semaphore  signals  and  large 
street  banners  on  which  are  printed  instructions  to  drivers 
and  pedestrians. 

The  system  was  tried  on  a  limited  scale  last  summer,  as 
noted  in  the  July  24  issue  of  "Good  Roads,"  but  the  present 
experiments  are  being  conducted  on  a  much  broader  basis, 
the  system  being  in  operation  on  Fifth  Avenue  between  2Sth 
and  60th  Streets,  a  distance  of  a  little  under  two  miles. 

A  traffic  policeman, 'stationed  at  each  street  intersection, 
controls  a  semaphore.  The  semaphores  are  operated  in  units 
of  five  and  vehicles  are  permitted  to  move  north  and  south 
on  Fifth  Avenue,  five  blocks  at  a  time,  or  five  cross  streets 
are  cleared  together  while  the  avenue  traffic  is  halted.  Two 
large  banners  are  suspended  across  Fifth  Avenue  near  the 
important  intersections  of  34th  and  42nd  Streets,  and  are 
inscribed  with  the  new  rules. 

Vehicles  proceeding  north  or  south  and  desiring  to  make 
a  left  turn  into  a  side  street,  are  required  either  to  make 
a  right  turn  and  proceed  around  the  block,  or  to  form  line 
in  the  center  of  Fifth  Avenue  and  wait  for  the  signal  to 
proceed. 

The  latter  alternative,  according  to  opinions  expressed  by 
observers  of  the  working  of  the  new  system,  is  a  drawback 
in  that  it  leads  to  congestion  in  the  middle  of  the  thorough- 
fare. Traffic  officials  state,  however,  that  it  is  too  early  to 
form  a  definite  opinion  in  regard  to  the  system,  which  will 


Graduate  Course  in  Highway  Engineering  at 
Columbia  University 

Announcement  has  recently  been  made  of  the  details  of  the 
graduate  course  in  highway  engineering  at  Columbia  Uni- 
versity, New  York,  N.  Y.,  for  the  academic  year  of  1915-16. 
The  course  commences  on  Wednesday,  December  1,  and 
ends  on  March  29,  1916. 

The  course  has  been  planned  along  lines  similar  to  those 
of  previous  years.  The  subjects  taken  up  during  the  course 
are  as  follows: 

First  Session. — Highway  Engineering  101,  Economics  and 
Design  of  Roads  and  Pavements — Prof.  Blanchard;  Highway 
Engineering  102,  Broken  Stone,  Gravel  and  Other  Roads; 
Brick,  Stone  Block,  Wood  Block  and  Cement  Concrete  Pave- 
ments— Prof.  Blanchard;  Highway  Engineering  103,  Bitu- 
minous Surfaces  and  Bituminous  Pavements — Prof.  Blan- 
chard; Highway  Engineering  105,  Highway  Bridges  and  Cul- 
verts— Prof.  Burr  and  Mr.  Drowne;  Highway  Engineering 
107,  Mechanical  Appliances  Used  in  Highway  Engineering — 
Mr.  Drowne;  Highway  Engineering  109,  Planning  of  Roads 
and  Road  Systems — Mr.  Drowne;  Highway  Engineer  111, 
Seminar  in  Highway  Engineering  Literature — Prof.  Blan- 
chard; Chemistry  H-199,  Mining,  Manufacture  and  Testing 
of  Bituminous  Materials — Mr.  Hubbard;  Geology  H-21S,  En- 
gineering Geology — Profs.  Kemp  and  Berkey. 

Second  Session. — Highway  Engineering  104,  Highway 
Jurisprudence,  Highway  Laws  and  Systems  of  Administra- 
tion— Prof.  Blanchard;  Highway  Engineering  106,  Manage- 
ment Engineering — Mr.  Drowne;  Highway  Engineering  108, 
Non-Bituminous  Road  Materials  (Laboratory  Course) — Mr. 
Drowne;  Highway  Engineering  110,  Planning  of  Streets  and 
Street  Systems — Mr.  Drowne;  Highway  Engineering  112, 
Seminar  in  Highway  Engineering  Literature — Prof.  Blan- 
chard; Chemistry  H-200,  Testing  of  Bituminous  Materials 
(Laboratory  Course) — ^Mr.  Hubbard;  Geology  H-216,  Engi- 
neering Petrography — Profs.  Kemp  and  Berkey. 

The  work  in  the  graduate  course  in  highway  engineering  at 
Columbia,  when  followed  for  two  periods — the  equivalent 
of  one  academic  year — leads  to  the  degree  of  Master  of 
Arts.  The  course  is  designed  particularly  for  men  actively, 
engaged  in  highway  engineering  work,  the  instruction  being 
given  chiefly  by  means  of  lectures,  seminars  and  laboratory 
practice.  The  course  is  open  to  those  who  hold  a  baccalau- 
reate degree  in  arts,  letters,  philosophy  or  science,  or  an  engi- 
neering degree  from  an  approved  institution,  or  who  have 
an  education  equivalent  to  that  represented  by  one  of  these 
degrees. 


2M 


GOOD    ROADS 


October  23,  1915 


The  Use  of  Wood  Block  Paving  in  the  United 
Kingdom. 

According  to  a  report  issued  recently  by  the  Canadian 
Department  of  Trade  and  Commerce,  wood  block  paving  is 
in  general  use  in  nearly  all  of  the  several  hundred  boroughs 
of  the  United  Kingdom  whose  population  is  greater  than 
60.000.  There  are  a  few  prominent  cities,  such  as  Glasgow, 
Dublin,  Belfast  and  Liverpool,  where  it  is  not  used  except 
in  front  of  hospitals  and  schools.  In  these  cities  granite  is 
generally  employed  because  of  the  practice  of  shoeing  draft 
horses  with  sharp  calks. 

Many  woods  have  been  tried  for  pavements  in  the  United 
Kingdom.  Jarrah  was  introduced,  but  proved  unsatisfactory, 
wearing  and  breaking  off  at  the  corners  and  edges  and  pro- 
ducing a  very  rutty  pavement.  Red  gum  from  the  United 
States  likewise  gave  poor  service.  The  use  of  oak  was  discon- 
tinued some  12  years  ago  on  the  ground  of  expense.  Pitch 
pine  from  the  United  States  was  also  tried,  but  it  did  not 
wear  evenly  and  produced  a  rough  pavement.  Canadian 
white  spruce  was  laid  on  the  north  side  of  Trafalgar  Square 
in  London  12  years  ago  with  an  8-pound  treatment  of  creo- 
sote per  cubic  foot  and  is  still  in  excellent  condition. 

Without  exception,  the  wood-block  pavement  laid  in  Great 
Britain  now  is  Swedish  and  Russian  redwood.  The  specifi- 
cations issued  by  most  of  the  municipal  engineers  through- 
out the  country  admit  this  wood  and  no  other,  one  excep- 
tion being  the  specification  for  the  Borough  of  Westminster, 
London,  which  admits  Canadian  spruce,  red  pine  or  Doug- 
las fir. 

Swedish  redwood  has  three  points  in  its  favor — the  price 
is  satisfactory,  its  life  is  definitely  known,  and  the  paving 
companies  handle  it.  In  normal  times  Swedish  and  Russian 
redwood  was  delivered  in  pieces  3x8  ins.  or  3  x  9  ins.  and 
averaging  16  ft.  in  length  dressed  one  side  and  one  edge, 
for  151.10  to  $55.95  per  165  cu.  ft.,  c.  i.  f.  The  price  has  risen 
during  the  war  to  $80.30.  This  timber,  cut  into  4-in.  blocks 
and  given  an  8  to  10-lb.  treatment  of  creosote,  will  make  a 
pavement  lasting  in  London  20  years  under  light  traffic 
and  12  years  under  heavy  traffic. 

As  already  stated,  the  municipal  authorities  when  con- 
tracting for  wood-block  pavements  specify  redwood  in  nearly 
every  case,  and  the  paving  companies  do  not  handle  any 
other  kind  of  wood.  The  influence  of  the  paving  companies 
in  most  of  the  municipalities  is  said  to  be  quite  important 
when  a  change  of  wood  is  to  be  considered.  Only  a  few 
municipalities  purchase  blocks  or  lay  pavements,  nearly  all 
the  work  being  done  by  companies,  which  contract  with  the 
municipalities  to  manufacture  the  blocks,  creosote  them  ac- 
cording to  specifications,  lay  the  pavement  on  the  base  pre- 
pared by  the  municipality,  and  maintain  it  free  of  cost  for 
an  annual  charge  per  square  yard  for  a  stated  term  of  years. 
The  cost  of  this  service  ranges  from  $2.20  per  sq.  yd.  for  a 
4-in.  block  with  an  8-pound  treatment  to  $3.40  for  a  S-in. 
block  with  a  12-pound  treatment.  The  cost  of  laying  is  4 
cts.  per  sq.  yd.  The  cost  of  maintenance  is  20  cts.  per  sq.  yd. 
per  year. 

The  companies  engaged  in  this  paving  business  are  com- 
paratively few  in  number  and  arc  said  to  have  little  com- 
petition. They  have  established  their  reputations  on  red- 
wood, are  acquainted  with  it,  and  are  interested  in  its  con- 
tinued use.  The  city  engineers  are  willing  to  try  new  ma- 
terial if  it  promises  them  a  longer  service  or  a  lower  initial 
cost.  The  four  North  American  woods  that  could  be  in- 
troduced in  the  United  Kingdom  for  paving  purposes  are 
Douglas  fir,  white  spruce,  jack  pine,  and  red  pine,  but  they 
can  find  a  sale  only  on  condition  that  the  normal  c.  i.  f. 
price  to  the  paving  companies  is  less  than  $53.50  per  standard, 
or  165  cu.  ft,  for  a  well  manufactured,  sound  grade,  admit- 
ting tight  knots  not  over  VA  in.  in  diameter,  odd  and  even 


lengths  accepted.  The  city  engineers  of  Sheffield  and  West- 
minster have  already  signified  their  willingness  to  accept 
these  woods  if  the  price  is  lower  than  redwood.  Other  city 
engineers  are  said  to  be  willing  to  have  a  trial  strip  of  pave- 
ment laid  in  the  city  at  a  reduced  cost,  or  at  least  wish  to  be 
convinced  that  the  new  wood  has  already  given  satisfac- 
tory service  in  some  municipality  in  the  United  Kingdom. 
There  is  no  opportunity  for  the  shipment  of  creosoted  blocks. 
Creosote  costs  only  6  cts.  a  gallon  at  the  creosoting  works 
in  England. 

Under  the  English  specifications  for  blocks,  hearts  are 
admitted,  as  are  also  knots,  unless  loose  or  on  the  upper  end 
of  the  block.  There  is  no  rigid  adherence  to  any  rule  re- 
garding the  rate  of  growth.  The  Russian  redwood  is  pre- 
ferred to  the  Swedish  because  it  is  slower  growing  and 
therefore  harder.  There  is  no  rigid  exclusion  of  sapwood, 
some  specifications  admitting  as  much  as  18  per  cent,  of 
saps.  The  quantity  of  timber  used  by  Great  Britain  for 
paving  in  1913  was  approximately  60,000,000  feet. 


Large    Expenditures   Advised    for    Street 
Work  in  Boston,  Massachusetts 

In  a  report  to  the  Mayor  and  City  Council  of  Boston, 
Mass.,  the  Finance  Commission  states  that  an  expenditure  of 
$9,500,000  during  the  next  five  years  will  be  needed  to  put  the 
streets  of  the  city  in  proper  condition. 

The  findings  of  the  commission  are  based  on  a  report  by 
Guy  C.  Emerson,  former  Superintendent  of  Streets  of  Bos- 
ton, and  now  a  consulting  engineer  of  the  commission. 

The  commission's  report  states  that,  in  addition  to  the 
usual  annual  appropriation  of  $1,300,000  for  street  work,  a 
total  of  $3,000,000  will  be  required.  It  is  recommended  that 
the  average  annual  appropriation  be  increased  out  of  the  tax 
levy,  by  approximately  $400,000  a  year,  or  $2,000,000  in  five 
years,  to  which  may  be  added  $1,000,000  which,  it  is  believed, 
will  be  made  a  liability  against  the  street  railways  by  the 
Massachusetts  Public  Service  Commission,  which  is  now  in- 
vestigating the  matter  and  will  report  to  the  next  Legislature. 


NEWS  NOTES 


The  ComniiHsioners  of  the  District  of  Columbia  are  expected 
to  Include  In  their  budget  for  1916  an  appropriation  of  ?300,- 
000  for  the  Improvement  of  streets  in  the  outlying  sections 
of  the  District. 


The    Superintendent    of    Schools    of    Pontotoc    County,    Okla., 

plans  to  have  the  children  of  each  school  build  a  mile  of 
model  road  and  to  offer  prizes  for  the  best  work.  There  are 
64   district  schools  in  the   county. 


The    Cherokee    County,    S.    C,    Good    Hands    Association    met 

recently  at  Gaffney,  S.  C,  and  discussed  a  bill  which  is  to  be 
presented  at  the  next  session  of  the  South  Carolina  General 
Assembly  in  the  interest  of  good  roads. 


The  Greater  IHoline  Committee  of  IMoline,  111.,  has  appointed 
the  following  Committee  on  Good  Roads  and  Transportation: 
E.  W.  Woodcock,  Chairman;  F.  R.  Y<ning,  L.  E.  Nutt,  William 
Carstens,  E.  E.  Morgan,  F.  L.  Sherman,  G.  L.  Benson  and  G.  W. 
Crampton. 


The  Alabama-Mississippi  Gulf  Coast  Leasne  was  formed  re- 
cently at  Mobile,  Ala.,  to  work  for  the  promotion  of  better 
highways.  John  Craft,  President  of  the  Alabama  Good  Roads 
Association,  was  elected  chairman.  Other  ofllcers  are  W.  P. 
Kennedy,  BUoxi,  Miss.,  First  Vice-President;  H.  H.  Patterson, 
Escambia  County,  Ala.,  Second  Vice-President,  and  H.  P.  Thomp- 
son, Baldwin  County,  Ala.,  Secretary-Treasurer.  The  member- 
ship embraces  Mobile,  Escambia  and  Baldwin  Counties,  Ala., 
and  practically  every  city  along  the  Mississippi  Gulf  Coast. 


October  23,  1915 


GOOD    ROADS 


235 


Street   Mapping* 

By  LOUIS  L.  TRIBUSt 

111  planning  a  city  it  becomes  essential  to  try  to  anticipate 
the  futiire,  but  not  infrequently,  adopted  street  plans,  even 
though  carefully  thought  out,  do  not  best  meet  the  condi- 
tions that  actually  develop. 

In  the  more  open  portions  of  a  city,  waiting  for  a  popu- 
lation, it  is  hardly  practicable  to  actually  lay  out,  open  and 
improve  the  streets,  for  the  cost  is  more  than  the  abutting 
properties  can  rightly  bear  and  the  development  is  handi- 
capped instead  of  encouraged.  Under  the  usual  laws  which 
permit  property  owners  to  do  as  they  choose  with  their 
holdings,  provided  a  nuisance  is  not  created,  any  provision 
for  street  layouts  becomes  an  injustice  unless  accompanied 
by  compensation  of  some  kind.  A  "paper  street,"  though 
not  affecting  title,  does  aflfect  free  selling  of  land  in  bulk,  and 
virtually  forces  an  increase  in  assessed  valuation  while  there 
may  be  a  decrease  in  value.  In  an  attempt  to  overcome  this, 
there  was  prepared  and  finally  adopted  in  New  York  City, 
the  plan  of  preparing  "tentative"  maps,  which  were  made 
from  careful  studies  with  due  regard  to  estimated  develop- 
ment as  well  as  existing  conditions.  Publicity  is  given  to 
these  maps  as  a  notice  that  the  district  has  been  considered, 
so  that  property  owners  can  plan  for  desired  improvements 
in  accordance  with  a  well  thought  out  street  scheme.  When 
the  owners  are  actually  ready  to  carry  out  the  developments, 
due  notice  is  given  and  "final"  maps  are  prepared,  from 
which  legal  proceedings  can  be  begun  for  the  acquisition  and 
dedication  of  the  street  areas.  The  weak  point  of  this  plan  is 
that  property  owners  are  not  bound  by  tentative  maps  and 
may  ignore  them.  In  such  cases,  streets  privately  laid  out 
must  be  recognized  by  the  city  after  a  period  of  20  years, 
even  though  they  may  be  poorly  located.  In  some  states 
an  attempt  has  been  made  to  remedy  this  evil  by  prohibiting 
the  use  of  any  public  utility  in  privately  laid  out  streets  that 
do  not. conform  to  a  city  plan. 

When  a  plan  for  an  existing  street  shall  have  been  com- 
pleted, contemplating  a  widening,  change  of  grade  or  line,  a 
requirement  should  be  that  upon  the  formal  adoption  of  the 
plan  improverftents  shall  be  restricted  so  as  to  conform  to 
the  new  lines  and  grades  or  there  should  be  a  bar  to  the  re- 
covery of  damages  for  improvements  carried  out  according 
to  the  old  lines  and  grades,  together  with  another  mandatory 
provision  that  condemnation  or  acquisition  or  change  of 
grade  proceedings  must  be  consummated  within  a  reason- 
able specific  time,  either  upon  petition  by  affected  property 
owners  or  instituted  as  a  matter  of  course  by  the  city.  This 
is  not  the  present  custom  and  would  give  property  owners 
the  right,  which  they  do  not  now  have,  to  practically  force 
an  important  improvement  by  petition  and  would  protect 
those  who,  withoiit  compulsion,  have  carried  out  improve- 
ments in  accordance  with  such  amended  lines  and  grades. 
This  same  general  rule  or  law  could  readily  be  made  to  ap- 
ply to  entirely  new  layouts,  perhaps  exempting  from  taxa- 
tion lands  within  the  adopted  street  lines,  provided  the  own- 
ers would  tender  title  to  the  city  without  condemnation  and 
benefit  and  damage  costs. 

At  present  many  properties  are  sold  from  a  map  pre- 
pared by  private  interests  which  apparently  has  official  stand- 
ing because  it  is  "filed  with  the  county  clerk."  Such  filing 
does  not  indicate  municipal  adoption,  but  merely  confirms 
rights,  in  such  streets  as  are  shown,  to  purchasers  of  abut- 
ting property.  It  in  no  way  debars  the  city  from  later  adopt- 
ing an  entirely  different  layout.  A  law  forbidding  county 
clerks  to  receive  and  file  any  property  layout  not  in  accord 
with  an  approved  city  plan  would  be  desirable. 


COMING  MEETINGS 


October  26-27 — Washington  State  Good  Roads  Association 

— .'\nnual  meeting,  Ellcnsburg,  Wash.     Secretary,  Frank  W. 
Guilbert,  Spokane,  Wash. 

November  11-12 — League  of  Texas  Municipalities — Third 
annual  convention,  Greenville,  Tex.  President,  R.  M.  Chap- 
man, Mayor  of  Greenville. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


League   of   Texas    Municipalities 

The  third  annual  convention  of  the  League  of  Texas 
Municipalities  will  be  held  in  Greenville,  Tex.,  November 
11  and  12,  with  R.  M.  Chapman,  Mayor  of  Greenville  and 
President  of  the  league,  presiding. 

The  tentative  program  includes  round  table  discussions 
of  the  reports  of  the  following  committees:  Street  Mainte- 
nance, A.  D.  Duck,  City  Engineer  of  Greenville,  Chairman; 
City  Planning,  E.  H.  McCuistion,  Mayor  of  Paris,  Chairman, 
and  Traffic  Regulation,  Henry  D.  Lindsley,  Mayor  of  Dallas, 
Chairman. 

The  election  of  officers  will  take  place  on  November  12, 
after  which  Mayor  Campbell,  of  Houston,  will  speak  on  the 
"Elimination  of  Grade  Crossings." 


MEETING 


•Abstract  of  a  portion  of  a  paper  entitled  "The  City  at  Work," 
presented  at  the  annual  convention  of  the  American  Society 
of  Municipal  Improvements,   Dayton,   Ohio,  October  12-15,   1915. 

tConsulting  Engineer,  New  York,  N.  T, 


Alabama   Good   Roads    Association 

The  Alabama  Goods  Roads  Association  held  its  9th  annual 
session  at  Birmingham,  Ala.,  on  October  12  and  13.  The 
registered  attendance  was  about  500,  representing  48  coun- 
ties. John  Craft,  President  of  the  association,  presided  at 
all  sessions. 

Addresses  were  made  by  President  Craft,  J.  B.  Rylance 
and  G.  N.  Mitcham,  of  the  Alabama  State  Highway  Com- 
mission; J.  A.  Rountree,  Secretary  of  the  association,  and 
others.  A  feature  of  the  convention  was  an  entertainment 
at  the  Birmingham  Newspaper  Club  at  which  stereopticon 
views  of  various  kinds  of  road  construction  were  shown. 

The  following  officers  were  reelected:  President,  John 
Craft,  Mobile;  Vice.  Presfdents,  John  W.  O'Neill,  Birming- 
ham; J.  E.  Pierce,  Huntsvillc;  John  H.  Bankhead,  Jasper; 
O.  W.  Underwood,  Birmingham;  Secretary,  J.  A.  Rountree, 
Birmingham. 

In  addition  to  these  officers,  vice  presidents  were  elected 
to  represent  each  of  the  ten  districts  of  the  state  and  mem- 
bers of  the  Executive  Committee  were  chosen  from  the  state 
at  large  as  well  as  from  the  districts. 

The  Committee  on  Resolutions  submitted  the  following, 
which  were  adopted: 

Whereas:  There  is  an  organized  effort  to  reduce  flrst-class 
postage  from  two  cents  to  one  cent;  and, 


236 


GOOD    ROADS 


October  23,  1915 


WherMa:  Th«  KroM  rtcelpU  to  the  Post  Office  Department 
of  flr»t  cl«»»  m*U.  are  estimated  to  be  seventy-six  million  dollars 
p«>  annum  and.  If  reduced  one  cent,  it  would  curtail  the  revenues 
of  the  government  to  the  extent  of  about  thlrty-slx  million  dol- 
Ura.  and  will  Inure  to  the  benefit  of  a  few  and  not  to  the 
masaes:  and. 

Whereas:  The  mall  and  parcels  post  Is  largely  delivered  over 
the  puUtc  roads  of  the  state: 

Now  therefore,  be  tt  resolved:  That  we  favor  the  retention  of 
the  two-cent  postage  for  flrst-clasa  mail  matter,  ns  a  nucleus 
around  which  to  build  the  fund  for  federal  aid  In  the  construction 
of  a  system  of  post  roads  and  appropriating  or  setting  apart. 
for  this  purpose,  of  this  difference  of  one  cent  or  of  thirty-six 

million  dollars,  ...   ^   »w 

Resolved:  That  It  is  the  sense  of  this  convention  that  the 
state  and  county  convicts  be  taken  from  the  mines,  lumber  camps 
and  other  places  where  they  are  being  worked  under  lease  or 
hire,  and  worked  upon  the  public  higliways. 

Resolved:  That  It  Is  the  sense  of  this  meeting  that.  In  future. 
the  program  be  Axed  so  as  to  give  a  discussion  of  practical  road 
building  laws  requiring  the  building  of  roads,  and  all  matter  of 
a  political  or  advertising  nature  be  disallowed  except  upon 
special  action  of  the  convention. 

Resolved;  That  this  association  recommend  the  authorisation 
of  an  issue  of  nfty  million  dollars,  at  the  rate  of  one  million 
per  annum,  of  the  bonds  of  the  state,  or  so  much  thereof  as  may 
be  necessary  to  be  Issued,  in  annual  Installments,  as  the  money 
can  be  proBtably  and  economically  expended  In  the  building  of 
roads  In  the  state. 

Resolved:  That  this  association  affiliate  with  the  United  States 
Good  Roads  Association  and  send  representatives  to  all  national 
highway  bodies  that  It  sees  proper,  that  have  for  their  object 
the  building  of  good  roads. 

Resolved:  That  the  thanks  of  this  association  be  tendered  to 
Hon.  W.  H.  Key,  of  Franklin,  for  Introducing  and  securing  the 
passage  of  the  bill  designating  Good  Roads  Days.  August  14  and 
IS. 

Resolved  further:  That  we  urge  the  people  of  Alabama  to 
observe  these  days  and  thereby  arouse  as  much  enthusiasm  as 
possible  In  the  subject  of  good  roads. 


Kentucky  Good  Roads  Association 

At  the  annual  convention  of  the  trustees  of  the  Kentucky 
Good  Roads  Association,  held  recently  at  Louisville,  Ky., 
Robert  E.  Woods  resigned  as  Director  General  of  the  or- 
ganization. Mr.  Woods  has  held  this  office  for  several  years, 
but  was  compelled  to  give  it  up  owing  to  pressure  of  other 
business. 

Col.  Robert  J.  McBryde,  who  was  reelected  President  of 
the  association,  was  empowered  to  direct  the  active  work 
of  the  organization  in  view  of  Mr.  Woods'  resignation. 

.Ml  of  the  officers  and  trustees  were  reelected,  R.  C.  Ter- 
rell, of  Frankfort,  being  Secretary;  F.  M.  Gettys,  of  Louis- 
ville. Treasurer,  and  Pendleton  Beckley,  of  Louisville,  Gen- 
eral Counsel. 

In  addition  to  the  officers,  the  Board  of  Trustees  consists 
of  the  following  members:  Will  Ward  Duffield,  Harlan; 
John  J.  Saunders,  Louisville;  Guthrie  Wilson,  Bardstown; 
Joseph  Bosworth,  Middlesboro;  Edward  McAfee,  Vanars- 
dell;  James  N.  Farmer,  Lexington,  and  Tevis  Carpenter, 
Scottsville. 


PERSONAL   NOTES 


G.  M.  Harbert  has  been  appointed  County  Road  Engineer 
of  Harrison  County,  W.  Va.,  with  headquarters  at  Clarks- 
burg, W.  Va. 

W.  C.  Spencer  has  been  appointed  Resident  Engineer  in 
charge  of  concrete  road  construction,  by  the  Highway  Com- 
mission of  Riverside  County,  Cal. 

Robert  M.  Cooksey  has  been  appointed  Highway  Engineer 
of  Baltimore,  Md.  He  was  Principal  Assistant  Engineer  of 
the  Baltimore  Paving  Commission  since  1913. 

J.  H.  Prior,  former  Assistant  Chief  Engineer  of  the  Illinois 
Public  Service  Commission,  has  been  appointed  Chief  En- 
gineer, with  headquarters  at  Springfield,  111. 

Philip  E.  Lacy,  City  Engineer  of  Bradentown,  Fla.,  has 
been  appointed  District  Engineer  of  the  Fifth  District  of 
De  Soto  County,  Fla.,  where  he  will  have  charge  of  extensive 
road  construction. 

Blake  Taylor  has  been  placed  in  charge  of  street  im- 
provements to  be  made  at  Berkeley  Springs,  W.  Va.  Mr. 
Taylor  was  formerly  Special  District  Road  Engineer  of 
Wetzel  County,  W.  Va. 

Edgar  M.  Hoopes,  Jr.,  has  been  appointed  City  Engineer 
of  Wilmington,  Del.,  to  succeed  Alexander  J.  Taylor,  whose 
resignation  was  noted  in  the  issue  of  "Good  Roads"  for 
October  9.  Mr.  Hoopes  was  formerly  Chief  Engineer  of  the 
Water  Department  of  Wilmington. 

Edward  S.  Smith,  former  State  Highway  Engineer  of  Idaho, 
has  been  retained  as  Chief  Engineer  of  the  proposed  Yellow- 
stone Park  Highway,  which  will  connect  Yellowstone  Park 
with  the  existing  state  highway  system.  The  work  will  be 
done  jointly  by  the  U.  S.  Forest  Service,  Fremont  County, 
and  the  State  of  Idaho,  with  some  assistance  from  private 
subscribers.    The  road  will  be  60  miles  in  length. 


I.   B.   Funk  has   resigned  as   City   Engineer  of   San   Fer- 
nando, Cal. 

C.  E.  Henderson  has  been  appointed  City  Engineer  of  St. 
Augnstine,  Fla. 

J.  Frank  Bowen  has  been  reappointed  Superintendent  of 
Highways  and  City  Engineer  of  Manchester,  Conn. 

J.    D.    Stokes,    Baker,    Fla.,    has    been    appointed    County 
Surveyor  of  the  newly  constituted  County  of  Oskaloosa,  Fla. 


NEWS  OF  THE  TRADE 


The  Standard  Paving  Co.  has  been  incorporated  at  San 
Antonio,  Tex.,  with  a  capital  stock  of  $32,500.  The  incor- 
porators are  J.  I.  Gray,  C.  E.  Hoff  and  George  A.  Williams. 
The  company  will  do  street  paving  and  similar  work. 


The  Bucyrus  Co.,  South  Milwaukee,  Wis.,  has  recently 
opened  an  office  at  900  Hibernian  Building,  Los  Angeles, 
Cal.  The  office  is  in  charge  of  G.  H.  Hutchinson,  who  is  well 
known  among  contractors  in  that  district,  where  he  has 
handled  contractors'  equipment  for  the  past  15  years. 

It  has  been  decided  to  permit  exhibitors  to  operate  ma- 
chinery in  half-hour  periods  at  the  cement  show  to  be  held 
in  Chicago,  111.,  February  12  to  19,  under  the  management  of 
the  Cement  Products  Exhibition  Co.,  Chicago.  Beginning 
every  hour,  machinery  will  be  permitted  to  run  for  30  min- 
utes, followed  by  half  an  hour  of  quiet. 


The  County  CommlMsloners  of  Colnmblann  Connty,  O.,  have 
decided  on  a  road  program  for  1916  which  includes  the  im- 
provement of  40  miles  of  county  roads  and  40  miles  of  town- 
ship   roads. 


Advocates  of  Good  Roads  in  Oakland  Connty,  Mich.,  are  urg- 
ing the  Board  of  Supervisors  to  submit  the  question  of  Issuing 
11,000,000  worth  of  road  bonds  to  the  voters  at  the  spring 
election. 


The  Board  of  Supervisors  of  Harrison  County.  Miss.,  has  been 
asked  to  provide  for  a  bond  issue  of  JGOO.OOO,  part  of  which  H 
is  planned  will   be  used  for  road  construction, 


«7 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Seriei.  Vol.  XLVIII. 
New  Serlet.  Vol.  X. 


NEW  YORK,  OCTOBER  30,  1915 


Number 
18 


Founded  Januaiy,  1892. 

published  weekly  by 
The  E.  L.  Pow^ers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  PoweU,  Sec'y. 


150  NA.SSA.XJ  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  J3.00  in  Canada,  and  13.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
•hould  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements— will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


will  be  run  from  3001  to  10-000,  each  with  the  letter  "A" 
preceding  the  number.  In  the  Buffalo  zone,  the  numbers  of 
pleasure  cars  will  run  up  to  67-000,  while  the  commercial 
car  numbers  will  cover  the  same  range  as  in  the  Albany- 
district.     The  letter  "B"  will  precede  all  numbers. 

There  is  a  break  in  the  series  of  numbers  in  all  three 
zones  from  1000  to  3000  inclusive.  This  is  due  to  the  fact 
that  this  series  is  reserved  for  dealers'  vehicles.  The  num- 
ber of  these  plates  allotted  to  each  zone  will  be  determined 
by  the  demand.  All  numbers  in  this  series  will  be  preceded 
by  the  letter  "M,"  which  indicates  a  dealer's  plate. 


Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 

New  York  State  to  Use  New  Style  of 
Automobile  Number  Plate 

The  State  of  New  York  has  adopted  a  distinctive  number 
plate  for  use  on  motor  vehicles  during  1916.  Instead  of 
running  up  into  the  hundred  thousands  as  has  been  the 
case  for  some  years,  the  numbers  will  be  arranged  so  that 
in  no  instance  will  more  than  five  figures  be  required  on 
any    plate. 

This  will  be  accomplished  by  dividing  the  state  into  three 
registration  zones,  with  headquarters  in  New  York  City, 
Albany  and  Buffalo.  Separate  number  plates  have  been  de- 
signed for  each  zone,  those  used  in  Albany  and  Buffalo 
bearing  the  letter  "A"  or  "B"  respectively,  in  addition  to 
the  number,  while  those  issued  by  the  New  York  City 
registration  office  will  have  no  alphabetical  designation. 

Another  innovation  will  be  the  arrangement  of  the  numer- 
als on  the  plates.  Instead  of  the  arrangement  which  is 
now  in  vogue  in  practically  all  states,  the  figures  will  be 
separated  by  a  short  dash,  or  hyphen,  between  the  hun- 
dreds and  thousands,  as  shown  in  the  accompanying  illus- 
tration. The  date,  1916,  and  the  state  abbreviation  will  be 
placed  beneath  the  registration  number,  instead  of  before 
it,  as  is  done  at  present.  This  arrangement  is  intended  to 
prevent  confusion,  particularly  at  night,  when  the  date  and 
state  designation  have  frequently  been  mistaken  for  numerals. 

Under  the  new  zone  system,  automobiles  registered  in 
New  York  City  will  be  given  numbers  running  from  1  to 
1000,  and  from  18-001  to  95-000.  Commercial  cars  in  this 
zone  will  be  numbered  from  3001  to  18-000.  Cars  registered 
in  the  Albany  zone  will  be  numbered  from  Al  to  AlOOO,  and 
from  AlO-OOl  to  A57-000.     The  numbers  for  commercial  cars 


35-020 

_     N.  Y    I  9  I  6     «, 


NEW    YORK   STATE   AUTOMOBILE    PLATES   FOR    1916   HAVE 
DARK    BLUE  FIGURES  ON  A  CREAM  GROUND 

The  division  of  the  state  into  zones  and  the  new  ar- 
rangement of  the  plates  were  ideas  conceived  by  Secretary 
of  State  Francis  M.  Hugo,  who,  by  virtue  of  his  office,  is 
head  of  the  State  Automobile  Bureau.  The  use  of  the  hyphen 
or  dash  was  adopted  after  numerous  experiments  by  the 
bureau.  It  was  found  that  the  divided  number  could  be 
distinguished  and  remembered  after  the  merest  glance,  while 
the  old-style  plates  were  often  difficult  to  make  out. 

The  adoption  of  the  new  style  plate  is  expected  to  great- 
ly facilitate  the  work  of  the  police  and  others  having  to  do 
with  the  regulation  of  traffic  in  the  various  cities  of  the 
state.  The  plates  will  have  dark  blue  numerals  and  lettering 
on  a  cream  ground. 


Baltimore,  Maryland,  Commission  Has  Paved 
110  Miles  of  Streets 

According  to  a  report  by  R.  Keith  Compton,  Chairman  of 
the  Paving  Commission  of  Baltimore,  Md.,  24  miles  of  city 
streets  have  been  paved  since  the  beginning  of  operations  last 
spring,  making  a  total  of  110  miles  paved  since  the  appoint- 
ment of  the  commission  during  the  summer  of  1911. 

Chairman  Compton  also  stated  in  his  report  that  all  of 
the  street  work  now  under  contract  will  be  completed  before 
cold  weather  sets  in. 

As  noted  in  the  issue  of  "Good  Roads"  for  August  21,  an 
appropriation  of  $500,000  will  be  made  in  the  spring  of  1916. 
This  will  practically  exhaust  the  $5,000,000  paving  loan  under 
which  the  commission  has  been  working.  To  it  will  be  added 
approximately  $300,000  received  from  the  paving  tax  and  it 
is  hoped  that  about  $100,000  will  be  forthcoming  from  the 
street  railway  on  account  of  work  done  in  the  street  railway 
area  by  the  commission's  contractors. 


z% 


GOOD    ROADS 


October  30,  1915 


Road  Material  Testing  at  the  University 
of  Texas 

Some  time  ago  the  University  of  Texas,  through  its 
Barcan  of  Economic  Geology,  undertook  the  work  of  test- 
ing and  reporting  upon  samples  of  the  various  road  ma- 
terials available  in  the  state.  The  laboratory  was  completed 
some  time  ago,  as  was  noted  in  "Good  Roads"  for  February 
27.  and  during  the  time  it  has  been  in  operation  has  made 
tests  and  reports  on  over  500  samples. 


PAGE    IMPACT    MACHINE    FOR    THE    DETERMINATION    OF 
CEMENTING   VALUES 

Each  sample  is  subjected  to  the  following  tests:  Hard- 
ness, toughness,  resistance  to  wear,  cementing  value,  specific 
gravity,  absorption  and  crushing  strength.  The  tests  are 
practically  those  used  in  the  laboratory  of  the  U.  S.  Office 
of  Public  Roads  and  Rural  Engineering  and  are  performed 
in  the  same  manner.  The  work  is  in  charge  of  James  P. 
Nash,  Testing  Engineer  of  the  Road  Materials  Laboratory 
of  the  University,  who  was  formerly  connected  with  the 
0£Sce  of  Public  Roads. 

[A  complete  description  of  the  usual  tests  on  road  build- 
ing rock  was  printed  in  "Good  Roads"  for  November  2  and 
December  7,  1912.— Ed.1 


BRIQUETTE  FORMING  MACHINE  IN  THE  TESING  LABORA- 
TORY OF  THE  UNIVERSITY  OF  TEXAS 

The  hardness  test  is  made  with  the  Dorry  machine,  in 
which  a  cylindrical  core  of  the  rock  under  test  is  ground 
by  a  rapidly  revolving  steel  disk  on  which  sand  is  used  as 
an  abrasive  agent.  The  hardness  is  expressed  in  terms  of 
the  loss  in  weight,  according  to  the  usual  formula. 

The  toughness  test  is  performed  with  the  Page  impact 
machine  and  the  test  for  resistance  to  wear  by  the  Deval 
machine. 

In  the  cementation  test  several  pieces  of  apparatus  are 
used — a  ball  mill  for  grinding  up  the  rock;  a  briquette  mak- 
ing machine,  and  a  Page  impact  machine  for  testing  cement- 
ing value. 

The  compression  tests  are  made  on  a  100,000-lb.  testing 
machine  in  the  laboratory  and  on  a  400,000-lb.  Riehle  test- 
ing machine  in  the  Engineering  Department. 

The  laboratory  is  equipped  with  the  several  machines 
mentioned  and  the  various  other  pieces  of  apparatus  neces- 
sary for  conducting  the  usual  tests  on  road  materials.  The 
machines  are  all  driven  by  direct-connected  electric  motors. 


TWO-UItLM  HALL  MILL  FOR  GRINDINO  ROCK  SAMPLES  IN 
THE  CEMENTATION   TEST 


DORRY     MACHINE     FOU     JJKTliilMiMAti     iiAJtUNBSS — UNI- 
VERSITY OF  TEXAS  TESTING  LABORATORY 


October  30,  1915 


GOOD    ROADS 


239 


System  of  Bridges  Planned  to  Connect  New 
Jersey  Resorts 

A  system  of  bridges  to  cost  between  $800,000  and  $900,000, 
is  being  planned  by  the  Chamber  of  Commerce  of  the  Sea- 
shore Cities  of  Cape  May  County,  N.  J. 

The  proposed  bridges  will  link  the  islands  on  which  New 
Jersey  coast  resorts  are  located  in  a  continuous  40-mile  route 
from  Atlantic  City  to  Cape  May. 

It  is  intended  that  each  of  the  bridges  shall  terminate  at 
one  of  the  principal  thoroughfares  in  each  community  and  the 
future  plans  of  the  Chamber  of  Commerce  contemplate  ex- 
tensive improvements  to  existing  streets  and  avenues  in  the 
various  resorts. 


COMING  MEETINGS 


State  Highway  Commission  of  Maine  Plans 
Highway  System 

The  proposed  highway  system  which  has  been  planned 
by  the  Maine  State  Highway  Commission,  embraces  approxi- 
mately 1,300  miles  and  reaches  about  73  per  cent,  of  the  total 
population  of  the  state,  according  to  a  report  recently  made 
public. 

It  is  expected  that  by  the  end  of  the  present  season,  about 
200  miles  of  the  system  will  have  been  completed,  or  practi- 
cally so.  The  work  will  be  prosecuted  vigorously  during 
1916,  when  it  is  proposed  to  place  all  state  highways  under 
the  patrol  system.  A  force  of  500  patrolmen  will  be  em- 
ployed for  the  purpose. 

While  the  1,300  miles  involved  in  the  commission's  plans 
is  only  about  5  per  cent,  of  the  total  road  mileage  of  the 
state,  the  work  has  been  planned  in  such  a  manner  that  every 
county  seat  and  principal  town  is  on  the  system.  The  report 
states  that  since  1901,  the  state  has  expended  approximately 
$4,280,000  on  state  aid  roads. 


Progress  of  Road  Work  in  Multnomah  County, 
Oregon 

A  recent  report  regarding  the  progress  of  road  work  in 
Multnomah  County,  Ore.,  indicates  that  $905,245.74  was  due 
contractors  up  to  the  middle  of  the  current  month. 

The  work  of  paving  tlie  county  roads  began  this  year  with 
an  available  sum  of  $1,275,833.33,  which  included  a  bond  issue 
of  $1,250,000  and  the  premium  thereon.  There  is,  therefore, 
$370,587.59  remaining  in  the  paving  fund. 

According  to  a  detailed  compilation  made  on  October  1, 
which  is  the  latest  available  at  this  time,  an  expenditure  of 
$884,988.15  was  divided  among  the  different  highways  as  fol- 
lows: 

Columbia  River  Highway,  $314,950.29;  Sandy  Highway. 
$144,188.40;  Base  Line  Highway,  $147,491.58;  Powell  Valley 
Highway,  $102,103.16;  Foster  Highway,  $54,140.40;  Capitol 
Highway,  $41,399.12;  Canyon  Highway,  $26,480.65;  St.  Helen's 
Highway,  $54,234.55. 


North  Carolina  Counties  Benefiting  by  State 
Highway  Commission 

Thirty-one  counties  of  North  Carolina  have  availed  tftem- 
selves  of  the  services  of  the  North  Carolina  State  Highway 
Commission  during  the  last  three  months,  according  to  the 
report  of  W.  S.  Fallis,  State  Highway  Engineer,  submitted 
to  the  commission  at  its  recent  quarterly  meeting. 

The  report  stated  further  that,  in  securing  efficient  admin- 
istration of  funds,  the  commission  had  been  able  to  save  the 
counties  considerable  money. 

The  commission  is  now  engaged  in  making  surveys  in  a 
number  of  counties,  the  results  of  which  will  ultimately  be 
available  for  use  in  carrying  out  the  provisions  of  the  highway 
law.  The  immediate  use  to  which  the  data  will  be  put,  how- 
ever, is  in  the  making  of  an  accurate  road  map.  This  map  will 
be  published  jointly  by  the  commission  and  the  North  Caro- 
lina Good  Roads  Association,  the  latter  assuming  the  expense 
pf  publication  while  the  commission  contributes  the  survey. 


November  2-3 — Illinois  Municipal  League — Annual  Con- 
vention, University  of  Illinois,  Champaign. 

November  11-12 — League  of  Texas  Municipalities — Third 
annual  convention,  Greenville,  Tex.  President,  R.  M.  Chap- 
man, Mayor  of  Greenville. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


The  1916  A.  R.  B.  A.  Convention 

The  1916  convention  of  the  American  Road  Builders'  Asso- 
ciation will  be  held  either  in  January  or  February  at  Pitts- 
burgh, Pa.,  or  Cleveland,  Ohio,  as  may  be  determined  by  the 
Executive  Committee.  This  decision  was  reached  at  a  direct- 
ors' meeting  held  in  New  York,  N.  Y.,  on  Friday  of  last  week. 

As  most  of  the  readers  of  "Good  Roads"  know,  the  A.  R. 
B.  A.  is  the  oldest  national  organization  in  the  country  hav- 
ing for  its  purpose  the  consideration  of  the  practical,  technical 
problems  of  road  construction  and  maintenance.  It  has  ad- 
hered strictly  to  its  stated  purpose  in  all  of  its  conventions, 
which  from  year  to  year  have  increased  in  importance  and 
have  attracted  larger  and  larger  numbers  of  those  who  are 
making  highway  improvement  their  life  work.  This  year's 
convention,  at  Oakland,  Cal.,  in  September,  was  held  in  con- 
junction with  the  American  Highway  Association,  the  Pa- 
cific Highway  Association  and  the  Tri-State  Good  Roads 
Association.  The  conditions,  as  has  been  previously  pointed 
out  in  these  columns,  were  peculiar  this  year  and  were  such 
as  to  make  advisable  the  holding  of  a  joint  congress,  a  step 
which  has  been  discussed  at  various  times  in  the  past.  The 
action  of  the  directors  in  making  provision  for  holding  a 
convention  independently  of  other  organizations  next  year 
indicates  that  they  believe  it  to  be  to  the  best  interests  of 
the  association  to  adhere  to  the  policy  of  independent  action 
which  was  followed  up  to  this  year.  Assurances  are  given, 
however,  that  all  efforts  on  the  part  of  individuals  or  other 
organizations  to  advance  the  cause  of  highway  improvement 
will  continue  to  have  the  same  cordial  sympathy  and  good 
will  which  has  been  extended  by  the  A.  R.  B.  A.  in  the  past. 


The  American  Road  Builders'  Association  Not  to  Par- 
ticipate in  the  International  Road  Con- 
gress at  Worcester 

At  the  meeting  of  the  Board  of  Directors  of  the  American 
Road  Builders'  Association,  to  which  reference  is  made  else- 
where on  this  page,  it  was  decided  not  to  accept  the  invita- 
tion of  the  Worcester  Chamber  of  Commerce  to  cooperate 
with  that  organization  in  the  holding  of  the  so-called  Inter- 
national Road  Congress  at  Worcester,  Mass.,  in  December 
of  this  year.  The  formal  resolution  adopted  at  the  meeting 
follows: 

WHEHEAS.  The  Intornational  Road  Congress,  proposed  to 
be  held  at  Worcester,  Mas.s.,  December  14  to  17,  1915,  has 
suRg-ested  that  December  15  be  designated  as  American  Road 
Builders'  Association  Day,  and 

WHEREAS,  Such  action,  if  taken  and  concurred  in  by  the 
American  Road  Builders'  Association  would  tend  to  give  the 
impression  that  the  said  association  is  co-operating  in  the 
promotion  and  management  of  %hp  congress,   and 


240 


GOOD    ROADS 


October  30,  1915 


WHERCAS.  The  Ainerlran  Road  Builders'  Association  en- 
l«r*d  Into  an  acrccment  In  connection  with  the  recent  joint 
coaTentton  held  at  Oakland.  California,  to  the  effeot  that  it 
woald  not   hold  another  convention  durlns  the  year   1915.  and 

WHKRKAS.  The  Board  of  Directors  of  the  American  Road 
BuiMera'  Association  deeply  appreciates  the  honor  extended 
to  it  by  the  management  of  the  proposed  Worcester  congress 
In  suKKvsllnc  that  one  day  be  set  apart  as  American  Road 
Builders'  Association  Day,  and.  while  wishing  to  express  Its 
appreciation  of  this  courtesy.  It  believes  that  the  announce- 
ment that  the  association  has  Joined  In  the  arrangement  of  the 
details  of  the  congress  might  be  construed  as  a  violation  of 
the  pledge  It  has  given;  therefore, 

BE  IT  RESOI.VKD.  That,  while  the  board  heartily  sympa- 
thlmes  with  the  efforts  of  the  Chamber  of  Commerce  of  Wor- 
eaater  to  arouse  and  further  public  Interest  In  improved  road 
construction  and  maintenance  and  commends  to  the  members 
of  the  American  Road  Builders'  Association  the  proposed  road 
conrresa.  It  feels  that  under  the  circumstances  this  association 
should  refrain  from  participating  as  an  association  in  the 
management  or  program  of  the  congress. 


NEWS  OF  THE  TRADE 


Albrecht    Excavator  and   Loader   Controlled   by   the 
T.  L.  Smith  Co. 

The  T.  L.  Smith  Co.,  of  Milwaukee,  Wis.,  manufacturer  of 
mixing  and  crushing  machinery,  has  recently  announced  its 
purchase  of  the  manufacturing  and  selling  rights  of  the  Al- 
brecht excavator  and  loader. 

This  step  marks  the  entrance  of  one  of  the  leading  concrete 
mixer  companies  into  the  earth  moving  field.  It  is  stated 
that  for  a  number  of  years  John  H.  Albrecht  has  been  en- 
deavoring to  market  the  machine  but  that  lack  of  capital  has 
prevented  the  successful  development  of  the  business. 

The  equipment,  it  is  stated,  can  be  operated  by  two  men, 
one  in  the  pit  to  handle  the  scraper  and  one  to  run  the  ma- 
chine. The  power  is  supplied  by  a  12-h.p.  horizontal  gas 
engine,  of  the  heavy  duty  type,  and  the  capacity  is  rated  at  20 
cu.  yds.  per  hour.  The  machine  will  operate  at  a  distance  of 
100  ft.,  at  any  depth  desired  for  ordinary  excavation. 

Additional  information  regarding  the  equipment  can  be 
secured  by  addressing  the  T.  L.  Smith  Co.,  1120-A  32nd  St., 
Milwaukee,  Wis. 


"Hassam  Bi-co-mac,  The  Road  of  the  Future"  is  the  title 
of  an  attractive  booklet  recently  issued  by  the  Hassam  Pav- 
ing Co.,  of  Worcester,  Mass.  The  booklet  is  3^  by  7  ins.  in 
size  and  consists  of  20  pages  and  covers.  Its  contents  de- 
scribe the  Hassam  Bi-co-mac  pavement,  which  consists  of  a 
Hassam  Portland  cement  concrete  foundation  covered  with  a 
bituminous  wearing  surface.  Included  in  the  text  of  the 
booklet  are  specifications  for  laying  the  pavement. 


"Holophane  Refractors  for  Street  Lighting"  is  the  title  of 
a  booklet  recently  issued  by  the  General  Electric  Co.,  of 
Schenectady,  N.  Y.  The  booklet,  which  is  6  by  9  ins.  in  size, 
consists  of  30  pages  and  covers  and  is  devoted  to  the  de- 
scription and  illustration  of  Holophane  refractors  and  their 
use  for  street  lighting.  The  text  includes,  besides  the  matter 
referring  specifically  to  the  Holophane  refractor,  consider- 
able general  information  on  the  theory  of  street  lighting. 
Among  the  illustrations  are  several  reproductions  of  photo- 
graphs showing  streets  lighted  by  lamps  equipped  with  the 
refractors.  These  street  scenes  are  in  Cleveland.  Ohio,  Belle- 
fonte.  Pa..  San  Diego,  Cal.,  and  Long  Beach,  N.  Y.  Several  of 
the  pictures  are  grouped  together  in  pairs,  one  showing  the 
street  by  daylight  and  the  other  at  night. 


NEWS  NOTES 


Iiarlede   County,   Mo.,   Will    Hold    an   meetlon    shortly    on    the 
question   of  Issuing  $250,000  worth   of  road   bonds. 


.\n    Election   Will   Be   Held   November   1)    in    Yankton   County, 
S.   D.,  on  the  question  of  Issuing  $300,000  in  bridge  bonds. 


Jefferson   County,   Mo.,  will  hold  an   Election  on  November   6 
on  the  question  of  issuing  road  bonds  to  the  amount  of  $500,000. 


Coqullle,  Ore.,  Will  Probably  Hold  an  Election  shortly  on  the 
question  of  issuing  $440,000  in  bonds  for  the  construction  of 
roads. 


A  Ilond  iNMue  of  Between  *800,000  and  ¥1,000,000  is  contem- 
plated In  Marshall,  Mo.  It  is  proposed  to  use  the  proceeds  for 
road    construction. 


Cleveland,  O.,  Will  Vote  on  91,<I00,000  Wortli  of  Bonds  repre- 
senting the  city's  share  of  the  cost  of  viaducts  and  the  elimina- 
tion of  grade  crossings. 


A  MIIIIon-Dollnr  Bond  Issue  for  the  purpose  of  paving  the 
principal  highways  of  Douglas  County,  Neb.,  will  be  submitted 
to  the  voters  of  the  county. 


The  Commissioners  Court  of  Colorado  County,  Tex.,  will  call 
an  election  on  the  question  of  a  bond  Issue  of  $100,000  for  a  41- 
mile   road   through   the  county. 


The  Chamlier  of  Commerce  of  Pomona,  Cal.,  Is  considering 
the  advisability  of  proposing  to  bond  the  city  for  $100,000  to 
be  used  for  paving  11  miles  of  streets. 


Snohomish  County,  Wash.,  will  hold  a  special  election  soon 
on  the  question  of  Issuing  bonds  to  the  amount  of  $1,900,000  for 
the  purpose  of  building  160  miles  of  county  roads. 


The  CommiHsioners'  Court  of  Smith  County,  Tex.,  has  called 
an  election  for  the  purpose  of  voting  on  the  question  of  issuing 
$100,000  In  bonds  for  roads  in  the  districts  around  Arp,  Omen 
and   Troup. 


rinnn  for  BrldKes  Whieli  it  Is  Estimated  will  Cost  *1 ,0S.'»,."(20 

have  been  completed  by  the  Iowa  State  Highway  Commission 
since  the  beginning  of  this  year.  The  plans  have  been  made  for  71 
counties,  and  the  total  given  does  not  Include  the  cost  of  bridges 
built  in  accordance  with  standard  plans — that  is,  those  struc- 
tures for  which  special  designs  are  not  made.  It  Is  believed  that 
Including  the  structure  built  from  standard  plans  the  total  cost 
of  all  work  for  the  year  will  amount  to.  about  $3,000,000. 


.\  Stnte  ,M<I  Concrete  Pavement  on  Milwanliee  Avenue  in 
Coolc  County,  Illinois,  was  dedicated  with  considerable  cere- 
mony on  the  afternoon  of  October  16.  A  party  of  highway 
officials  and  others  interested  in  road  improvement  left  the 
Art  Institute  In  Chicago  in  automobiles  and  went  to  Niles, 
where  the  procession  was  joined  by  another  party  from  the 
Niles  Improvement  Club,  and  then  passed  over  Milwaukee  Ave- 
nue to  "The  House  that  Jack  Built."  Here  addresses  were 
made  by  A.  D.  Gash,  President  of  the  Illinois  State  Highway 
Commission;  J.  M.  Fitzgerald.  Chairman  of  the  Roads  and 
Bridge  Committee  of  the  Cook  County  Hoard  of  County  Com- 
missioners; George  Melzer.  of  Glenview;  Wm.  G.  Edens,  Presi- 
dent of  the  Associated  Roads  Organizations  of  Chicago  and 
Cook  County,  who  was  chairman  of  the  meeting,  and  Robert 
Redfleld,  of  Kennlcott's  Grove.  At  the  conclusion  of  the 
speechmaking,  the  party  adjourned  to  the  road,  where  Division 
Engineer  H.  B.  Bushnell  of  the  State  Highway  Department 
and  County  Superintendent  of  Highways  George  A.  Quinlan 
removed  the  barricade  across  the  last  section  of  pavement. 
After  this.  Chairman  Fitzgerald,  using  a  gold  and  silver  shovel. 
cleared  the  last  remnant  of  earth  covering  from  the  road,  and 
Miss  Louise  Redfleld,  daughter  of  Robert  Redfield,  and  Miss 
Ardath  Walter,  daughter  of  Wm.  J.  Walter,  the  contractor  who 
built  the  road,  christened  the  highway  with  a  bottle  of  cham- 
pagne. After  the  christening,  the  party  adjourned  to  "The 
House  that  .Tack  Built"  where    dancing  was  indulged  in. 


■LHl 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Seriei,  Vol.  XLVIII. 
K«wS«rie».  Vol.  X. 


NEW  YORK,  NOVEMBER  6,  1915 


Number 


Founded  January,  1892 

published  weekly  by 
The  E.  L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address :    Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments—will be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


CONTENTS 

EDITORIALS: 

Specifications    and    Proposals 241 

Federal  Aid  and  National  Defense 242 

Eliminating:  the  Sand  Cushion  in  Block  Pavement  Con- 
struction          242 

LEADING    ARTICLES: 

Bridges  and  Viaducts  on  the  Multnomah  County  Section 

of  the  Columbia  River  Highway.     (Illustrated.) 243 

Papers  Presented  at  the  Pan-American  Road  Congress: 
Dust    Suppression    and   Street   Cleaning.      By   Wm.    H. 

Connell     249 

Equipment  for  Highway  Work.  By  A.  H.  Blanchard..  252 
Highway  Bridges  and  Structures.  By  W.  S.  Gearhart  254 
Uniformity  for  Highway  Statistics  and   Data.      By  H. 

E.     Breed     257 

The  Comparative  Value  of  Penetration  Roads.     By  D.  T. 
Pierce.      (Illustrated.)    260 

MISCELLANEOUS: 

The  Proper  Rolling  of  Plastic  Pavements.     By   Edward 

Wright.      (Illustrated.)     248 

Short  Course   in   Highway   Engineering  at   the   Univer- 
sity   of   Michigan 259 

Uniform  Plans  and  Specifications 263 

Abstracts  of  Papers  Presented  at  the  Convention  of  the 
American  Society  of  Municipal  Improvements: 
Joint  Fillers  for  Granite  Block  Pavements.     By  C.  D. 

Pollock 264 

A  Study  of  Brick  Pavement  Construction.     By  W.  P. 

Blair    264 

The   Traffic  Census  and  Its  Bearing  on  the  Selection 

of  Pavements.      By   W.    W.   Crosby 265 

Some   Experiences   in   Creosoted    Wood   Block  Paving. 

By  E.  R.  Dutton 266 

Napped    or    Recut   Granite    Paving   as   Used   and   Con- 
structed  in  Baltimore.      By  R.   M.   Cooksey 267 

A.  S.  M.  I.  Concrete  Pavement  Specifications 267 

A.  R.  B.  A.    PAGE    268 

PERSONAL   NOTES    269 

MEETINGS     269 

COMING   MEETINGS    269 

NEW    PUBLICATIONS     270 

REPORTS     270 

EQUIPMENT — TRADE — MATERIALS     271 

BOOK    NOTICES    273 

RECENT  PATENTS    274 


SPECIFICATIONS   AND   PROPOSALS 

Considerable  difference  in  opinion  has  always  existed  and 
probably  always  will  exist  regarding  the  merits  of  "open" 
and  "closed"  specifications  and  the  practice  of  awarding 
contracts  to  the  lowest  bidders.  « 

Arguments  against  the  so-called  closed  specifications  are 
heard  more  frequently  than  are  those  on  the  other  side. 
It  is  held  that  the  more  inclusive  the  specifications  are 
made  the  greater  is  the  competition  secured,  and  in  many 
cases  this  contention  is  probably  borne  out  by  the  facts. 
On  the  other  hand,  it  is  often  possible  to  secure  sufficient 
competitive  bidding  under  specifications  specifically  exclud- 
ing certain  materials  or  methods,  or  effecting  such  exclusion 
indirectly  by  admitting  only  materials  or  methods  which 
fulfill  certain  arbitrary  requirements. 

The  greatest  objection  to  the  open  specification  is  not 
that  it  is  open  but  that  many  times  the  open  specification 
is  looked  upon  as  an  end  rather  than  a  means  to  an  end. 
Primarily,  a  specification  is  drawn  for  the  purpose  of  secur- 
ing for  the  work  in  hand  those  materials  or  methods  which 
experience  has  prov«d  to  be  the  best.  If,  for  instance,  a 
certain  pavement  is  known  to  be  the  most  suitable  for  a 
certain  street  and  if  specifying  that  particular  pavement 
makes  the  specifications  come  under  the  classification  of 
"closed,"  there  is  no  real  reason  for  admitting  other  pave- 
ments merely  for  the  sake  of  having  open  specifications. 

The  delicate  position  in  which  the  engineer  in  charge  of 
public  work  is  placed  is  the  cause  of  his  preparing  many 
specifications  by  which  the  results  of  the  work  are  jeopardized 
by  the  effort  to  formulate  specifications  which  can  be  re- 
garded only  as  "open."  The  engineer  knows  that  if  he  calls 
for  a  material  or  method  which  is  patented  or  which  is 
controlled  by  some  one  individual  or  corporation  he  makes 
himself  liable  to  criticism  and  charges  of  dishonesty.  The 
engineer  on  public  work  has  to  live  and  he  sometimes  feels 
that  he  cannot  afford  to  act  as  his  knowledge  and  experience 
dictate.  There  are  always  those  who  are  ready  to  embarrass 
him  and  to  make  his  position  difficult,  and  being  only  human 
he  not  infrequently  shapes  his  actions  to  a  compromise  be- 
tween what  he  feels  he  ought  to  do  and  what  he  knows  he 
is  expected  to  do.  Many  engineers  believe  that  open  speci- 
fications frequently  make  it  impossible  to  obtain  the  best 
results,  but  without  injuring  themselves  they  cannot  always 
act  in  accordance  with  that  belief. 

Another  practice  which  is  often  prejudicial  to  the  best 
interests  of  the  community  is  that  of  awarding  a  contract  ' 
to  the  lowest  bidder.  Other  things  being  equal,  it  is,  of 
course,  good  business  to  give  public  work  to  the  man  who 
will  do  it  for  the  least  money,  but  the  occasions  when  other 
things  really  are  equal  are  very  few  and  far  between.  With 
the  choice  lying  between  a  trustworthy,  reliable  and  re- 
sponsible contractor  who  will  do  the  work  for  a  certain 
sum  and  an  untrustworthy,  unreliable  and  irresponsible  con- 
tractor who  will  take  the  contract  for  a  considerably  smaller 
sum,  there  would  seem  to  be  no  question  as  to  which 
should  receive  the  award.  As  a  matter  of  fact,  however,  the 
lower  of  the  two  bidders  would,  in  a  great  many  cases,  be 


» 


242 


GOOD    ROADS 


November  6,  1915 


awarded  the  contract  merely  because  his  price  was  less. 
To  be  sure,  written  law  or  custom  generally  stipulates  that 
the  contract  shall  be  awarded  to  the  lowest  "responsible" 
bidder,  but  the  word  "responsible"  is  usually  so  construed 
aa  to  make  eligible  almost  any  bidder  who  can  put  up  a 
certified  check  of  sufficient  size  or  who  can  meet  nominal 
requirements.  The  result  of  this  condition  is  that  contracts 
are  awarded  every  day  to  contractors  who  bid  so  low  that 
they  are  bound  to  lose  money  on  the  work.  Some  of  these 
low  bids  are  the  result  of  ignorance  and  some  are  made 
with  the  express  purpose  of  making  profits  by  "skinning" 
the  job.  In  the  first  case  refusal  to  award  the  contract  to 
the  low  bidder  is  a  kindness  and  in  the  second  case  it  is 
good   business. 

While  realizing  the  opportunities  for  illegitimate  gains 
in  a  "closed"  specification  and  the  possibility  of  parceling 
out  jobs  to  favorite  contractors  under  any  system  which 
does  not  stipulate  that  contracts  shall  be  awarded  to  the 
lowest  bidder,  "Good  Roads"  believes  that  honesty  can  be 
secured  without  sacrifice  of  final  results — that  the  closed 
specification  is  the  best  in  a  great  many  cases  and  that  it 
would  be  for  the  best  interests  of  the  public  were  officials 
free  to  award  contracts  not  to  the  lowest  bidder  but  to 
the  bidder  who  would  do  the  best  work  at  the  lowest  cost. 
Both  of  these  questions  offer  a  fruitful  field  for  discussion, 
and  we  would  welcome  expressions  of  our  readers'  opinions. 


FEDERAL  AID  AND  NATIONAL  DEFENSE 

It  is  already  apparent  that  in  urging  federal  aid  upon  the 
next  Congress  the  advocates  of  that  policy  are  planning  to 
use  the  necessity  for  military  preparedness  as  one  of  their 
principal  arguments. 

Evidence  of  this  scheme  is  furnished  by  publicity  matter, 
recently  sent  out  by  the  American  Automobile  Association, 
which  opens  with  the  following  statement:  "That  mili- 
tary preparedness  for  defense  includes  extensive  road  con- 
struction, viewed  from  the  standpoint  of  the  country  as  a 
whole,  is  made  apparent  in  sentiment  which  comes  from  the 
Atlantic  Seacoast,  the  Pacific  Slope,  and  even  the  Gulf  of 
Mexico."  Although  it  is  not  specifically  so  stated  in  the 
sentence  quoted,  the  remainder  of  the  publicity  matter  re- 
ferred to  makes  it  plain  that  the  idea  is  that  this  "extensive" 
road  construction  for  national  defense  should  be  undertaken 
by  the  federal  government. 

We  do  not  believe  that  any  very  extensive  road  building 
operations  need  be  included  in  the  preparations  for  national 
defense,  nor  are  we  convinced  that  what  road  building  needs 
to  be  done  for  that  purpose  can  best  be  undertaken  by  the 
federal  government  alone.  As  was  stated  in  these  columns 
a  month  ago,  the  question  of  the  proper  agency  for  carry- 
ing on  such  road  work  is  one  that  requires  some  study. 

In  support  of  the  contention  that  throughout  the  country 
there  is  sentiment  favoring  "extensive  road  construction" 
for  military  purposes,  it  is  set  forth  that  the  Alabama  Legis- 
lature has  unanimously  passed  a  joint  resolution,  prepared 
by  John  Craft  of  the  Alabama  State  Highway  Commission, 
calling  upon  the  President  and  Congress  to  take  steps  to 
bring  about,  as  soon  as  possible,  the  construction  of  "a 
national  system  of  good  roads."  In  the  preamble  to  the 
resolution  it  is  stated  that  "a  great  war  now  being  waged 
in  Europe  demonstrates  that  a  national  system  of  good 
roads  is  essential  to  the  successful  protection  of  a  country 
in  the  event  of  war."  We  have  previously  referred  to  the 
part  played  by  good  roads  in  the  European  War,  and  there 
is  no  doubt  that  the  excellent  roads  of  France  have  greatly 
facilitated  the  operations  of  both  the  Allies  and  the  Teutons. 
At  the  same  time  such  successes  as  have  attended  the  efforts 
of  either  side  have  been  more  largely  due  to  excellent  rail- 
road facilities  than  to  the  highway  systems.  Again,  while 
the  war  operations  in  Europe  may  justly  be  cited  as  argu- 


ments for  good  roads,  it  does  not  follow  that  they  are  argu- 
ments for  national  participation  in  highway  work  in  this 
country. 

While  defense  against  a  foreign  power  is  essentially  a 
matter  for  the  nation  as  a  whole,  it  is  not  a  matter  in  which 
the  several  states,  as  separate  and  sovereign  units,  are  with- 
out responsibility.  There  is  doubtless  need  for  some  road 
work  in  connection  with  the  task  of  putting  the  United 
States  in  a  position  of  preparedness,  but  in  most  of  those 
states  in  which  roads  are  the  most  important,  from  a  mili- 
tary standpoint,  there  are  well  organized  highway  depart- 
ments; and  there  is  no  reason  to  suppose  that  these  depart- 
ments cooperating  with  the  military  authorities  in  such 
road  work  as  may  be  necessary  for  facilitating  military 
operations  would  not  achieve  as  good  results  as  would  be 
secured  if  the  federal  government  were  to  assume  sole 
charge  and  build   "national   roads." 


ELIMINATING   THE    SAND    CUSHION    IN    BLOCK 
PAVEMENT    CONSTRUCTION 

Any  departure  from  what  through  usage  has  come  to  be 
regarded  as  standard  practice  is  of  especial  interest  in  the 
field  of  highway  engineering.  An  example  of  such  variation 
in  methods  is  noted  in  "A  Study  of  Brick  Pavement  Con- 
struction" by  Will  P.  Blair,  printed  among  the  abstracts  of 
papers  presented  at  the  recent  convention  of  the  American 
Society  of  Municipal  Improvements  at  Dayton. 

In  the  course  of  his  paper,  Mr.  Blair  referred  to  the  con- 
struction of  a  brick  pavement,  at  Paris,  111.,  in  which  the 
blocks  were  laid  directly  upon  the  green  concrete  founda- 
tion, and  also  to  previous  examples  of  similar  construction. 
He  expressed  himself  as  greatly  interested  in  this  method, 
and  said  he  believed  that  by  it  much  of  the  hazard  endanger- 
ing compliance  with  the  specifications  would  be  eliminated. 

In  New  York  City,  as  has  been  noted  in  "Good  Roads," 
the  use  of  a  sand  cushion  for  granite  block  pavement  has 
been  abandoned,  a  mortar  bed  taking  its  place,  and  in  Balti- 
more, Md.,  the  mortar  bed  has  been  used  under  brick  pave- 
ment for  some  time  and  has  also  been  used  with  granite 
block. 

While  it  seems  to  be  generally  conceded  that  a  sand 
cushion  is  neither  necessary  nor  desirable  with  asphalt  block 
paving,  there  is  considerable  difference  of  opinion  as  to 
whether  sand  or  mortar  should  be  used  under  granite  block, 
wood  block  and  brick  block  pavements.  The  chief  func- 
tions of  a  sand  cushion  are  to  take  up  inequalities  in  the 
depths  of  different  blocks  and  to  provide  resiliency.  For 
the  more  uniform  granite  blocks  which  are  now  being  pro- 
duced, the  sand  cushion  would  not  seem  to  be  absolutely 
necessary  for  the  former  purpose,  and  the  inequalities  in 
the  depths  of  wood  and  brick  blocks  are,  of  course,  not 
great  enough  to  call  for  a  sand  cushion.  Engineering  opinion 
is  divided  as  to  the  degree  of  resiliency  afforded  by  a  sand 
cushion,  and  there  is  a  similar  disagreement  as  to  whether 
or  not  the  sand  shifts  under  a  thoroughly  bonded  block 
pavement  and  leaves  some  of  the  blocks  unsupported. 

The  experiments  already  made  will  undoubtedly  be  fol- 
lowed by  others  and  will  be  watched  with  much  interest  by 
highway  engineers.  It  is  easy  to  pile  up  theoretical  argu- 
ments on  either  side  of  the  question,  but  the  final  decision 
will  rest  upon  the  results  obtained  in  service.  Any  evidence 
deduced  from  service  tests  will  be  welcomed  by  all  those 
interested. 


tVyomlDK  County,  W.  Va.,  Will  Rxpend  *550,00«  in  highway 
Improvements,  a  bond  issue  for  that  amount  having  been  voted 
recently. 


The  Board  of  Supervlsorii  of  Xaanau  County,  N.  Y.,  has  ap- 
proved an  estimate  of  $875,000  for  road  construction  and  main- 
tenance   during    the    coming    year. 


November  6,  1915 


GOOD    ROADS 


243 


Bridges  and  Viaducts  on  the  Multnomah  County  Section  of  the 

Columbia  River  Highway 


Along  that  portion  of  the  Columbia  River  Highway  which 
lies  within  Multnomah  County,  Oregon,  the  bridges  and  via- 
ducts are  the  features  of  perhaps  the  greatest  interest  to  the 
engineer.  This  interest  is  enhanced  by  the  fact  that,  in  the 
design  of  each  bridge,  account  was  taken  of  the  appearance  of 
the  completed  structure  as  well  as  of  its  utility. 

The  Columbia  River  Highway  traverses  a  considerable  por- 
tion of  the  state  of  Oregon,  closely  following  the  south  bank 
of  the  Columbia  River.  It  extends  from  the  agricultural  re- 
gion  in   the   eastern   part   of   the   state   through   the   Cascade 


each  side,  making  the  total  width  of  the  structure  25  ft.  The 
most  noteworthy  characteristic  of  the  bridge  is  its  lightness, 
the  total  amount  of  concrete  above  the  ground  being  only 
560  cu.  yds.  One  of  the  factors  determining  the  design  of  a 
light  structure  was  the  difficulty  of  securing  a  firm  foundation. 
The  underlying  bedrock  is  covered  with  a  layer  of  silt  and 
bowlders,  having  an  average  depth  of  25  ft.,  at  the  western 
end  of  the  bridge,  and  with  a  deposit  of  drift  sand,  SO  ft.  deep, 
at  the  eastern  end.  The  cost  of  building  abutments  and  piers 
for  a  heavy  bridge  would  have  been  very  high  under  these 


JL     ■»'■<, 

■       : 

,.     _ 

Bi^l^iirililll  lllliiflilillllilllllllllllirlllllll  ll^llflliMin 

r.:l  n  1   i 

:   1   ;    ' ' 

r*Y*Vf«T^?T''^-'' 

MOFFETT  CREEK  BRIDGE  ON  THE   COLUMBIA  RIVER  HIGHVl^AY    IN    MULTNOMAH    COUNTY,    OREGON— THREE- 
HINGED   CONCRETE   ARCH— SPAN   170    FT.,   RISE   17    FT. 


Range  and  then  through  a  productive  agricultural  and  lumber 
region  to  Astoria,  at  the  mouth  of  the  Columbia. 

The  Moffett  Creek  arch,  shown  in  the  illustration  on  this 
page,  is  probably  the  most  unique  of  the  concrete  bridges  on 
the  highway.  It  is  a  true  three-hinged  reinforced  concrete 
arch  bridge,  with  a  clear  span  of  170  ft.  and  a  rise  of  only  17 
ft.  The  hinges  are  of  massive  cast  iron  with  Ayi-in.  steel  pins 
to  carry  the  load.  The  two  arch  ribs  were  designed  for  a 
live  load  of  200,000  lbs.,  distributed  uniformly  over  half  the 
span.  The  beams  and  floor  span  were  designed  for  a  20-ton 
roller.  This  is  the  longest  three-hinged  concrete  bridge  in 
the  world.    The  cost  complete  was  $16,390.39. 

The  Latourell  Falls  bridge,  shown  in  the  large  illustration 
at  the  bottom  of  page  244  is  a  concrete  arch  structure  312  ft. 
long  and  97  ft.  high  to  the  grade  of  the  roadway.  It  carries  a 
17-ft.  driveway  with  a  cantilevered  sidewalk  and  railing  on 


circumstances.  It  is  stated  that  notwithstanding  the  lightness 
of  the  structure  the  factor  of  safety  is  as  high  as  that  of  any 
bridge  on  the  highway  and  is  above  standard  requirements. 

The  west  abutment  and  the  two  intermediate  piers  rest  di- 
rectly on  bedrock.  The  east  abutment  rests  on  four  col- 
umns, two  4  by  4  ft.  and  two  5  by  5  ft.  in  section.  The  aver- 
age depth  of  the  columns  from  the  under  side  of  the  abut- 
ment to  bedrock  is  45  ft.  The  tops  of  the  5-ft.  columns  are 
connected  with  the  bases  of  the  4-ft.  columns  by  inclined 
struts. 

The  central  portion  of  the  bridge  consists  of  three  80-ft. 
parabolic  arch  spans.  Each  span  consists  of  two  arch  ribs, 
20  ins.  square,  reinforced  by  eight  1-in.  square  bars,  placed 
longitudinally,  and  No.  0000  hooping,  18  ins.  in  di?,meter  with 
a  2-in.  pitch.  The  roadway  is  carried  by  vertical  columns,  ex- 
tending to  the   arch   rib   and  placed   10  ft.   apart,   center  to 


244 


GOOD    ROADS 


November  6,  1915 


CONCRETE    ARCH    BRIDGE    BELOW    MULTNOMAH    FALLS— 
PIVE-CKNTERED  AHCH  OF  40  FT.  SPAN 

center,  and  connected  by  diagonal  members,  as  shown  in  the 
illustration.  There  is  also  a  cross  tie  connecting  the  arch 
ribs  at  each  panel  point.  The  diagonal  members  being  sub- 
jected to  alternating  compressive  and  tensile  stresses,  special 
care  was  taken  in  the  placing  of  the  reinforcement. 

The  specifications  under  which  the  bridge  was  erected  al- 
lowed the  following  stresses:  Concrete  in  bending,  600  lbs. 
per  sq.  in.  compression;  concrete  in  direct  compression,  500 
lbs.  per  sq.  in.;  hooped  concrete  in  the  arch  ribs,  750  lbs.  per 
sq.  in;  steel  in  tension,  16,000  lbs.  per  sq.  in.;  steel  in  shear, 
10,000  lbs.  per  sq.  in.  The  specifications  called  for  loading  as 
follows:    A  uniform  load  of  100  lbs.  per  sq.  ft.;  concentrated 


CONCRETE    VIADUCT    CARRYING    THK    ROAD    ALONG    THE 
SIDE   OF   THE  MOUNTAIN  INSIDE   RAILROAD   TRACK 

load  of  IS  tons;  an  impact  factor  of  25  per  cent.  Analyses  were 
made  for  three  conditions  of  loading,  as  follows:  A  uniform 
load  over  the  entire  bridge;  half  the  span  of  one  arch  loaded; 
two  spans  fully  loaded  with  no  load  on  the  third  span. 

The  main  columns,  which  are  about  90  ft.  high,  were  poured 
in  sections  which  were  allowed  to  set  for  a  few  hours  before 
further  pouring.  The  ribs  were  poured  simultaneously,  the 
pouring  proceeding  from  the  springing  lines  toward  the 
crown.  The  deck  was  poured  in  one  operation,  after  the 
arches  had  been  allowed  12  days  to  set.  The  maximum  set- 
tlement during  the  pouring  of  the  arches  was  5^  in.  and  there 
was  no  settlement  while  the  deck  was  being  poured,  or  after- 


n 

l^^k^QM 

^ 

..LL  FALLS  BKIDOK  ON  THE  COLUMBIA  RIVER  HIGHWAY— THREE  80-FT.  PARABOLIC  ARCH  SPANS— TOTAL 

LENGTH  812  BT.,  GREATEST  HEIGHT  97  FT. 


November  6,  1915 


GOOD     ROADS 


245 


TANNER   CREEK   BRIDGE— COLUMBIA   RIVER   HIGHWAY- 
CONCRETE  GIRDER,  60-FT.  SPAN 

wards.  The  centers  were  struck  six  weeks  after  the  arches 
were  poured.  The  total  cost  of  the  completed  structure  was 
$26,936.12. 

The  Shepperds  Dell  Bridge,  which  is  shown  in  the  right- 
hand  illustration  at  the  top  of  page  245  and  in  the  large  illus- 
tration at  the  bottom  of  the  same  page,  is  a  single  span,  rein- 
forced concrete  bridge,  ISO  ft.  long  and  130  ft.  above  the  creek 
bottom.  The  arch  has  a  span  of  100  ft.  and  consists  of  two 
parabolic  arch  ribs  3  ft.  2  ins.  wide  by  3  ft.  2  ins.  deep  at  the 
springing  lines  and  3  ft.  2  ins.  wide  by  2  ft.  2  ins.  deep  at  the 
crown.  The  deck  is  carried  by  four  columns  on  each  arch  rib 
at  each   end,  spaced   10  ft.   center  to  center,  and  by  a  solid 


SHEPPERDS    DELL   BRIDGE— COLUMBIA    RIVER    HIGHWAY 
—VIEW    ALONG  ROADWAY 

spandrel  extending  20  ft.  each  way  from  the  center.  The 
bridge  carries  a  17-ft.  driveway  and  two  3-ft.  cantilevered 
sidewalks.  Its  total  width,  including  the  railings,  is  25  ft. 
The  total  cost,  completed,  was  $10,763.07. 

The  bridge  below  Multnomah  Falls,  which  is  shown  in  the 
left-hand  illustration  at  the  top  of  page  244,  is  a  five-centered 
concrete  arch,  with  solid  spandrels,  the  space  over  the  arch 
barrel  being  filled  with  earth.  The  bridge  is  67  ft.  long  and 
the  span  of  the  arch  40  ft.    The  total  cost  was  $4,127.35 

The  right-hand  illustration  at  the  top  of  page  244  shows  one 
of  the  viaducts  on  the  road.  At  two  places  the  location  of  the 
highway  at  the  base  of  the  mountains  and  inside  of  a  railroad 


SHEPPERDS    DELL   BRIDGE- 


-PARABOLIC   ARCH   RIBS   WITH  SPAN  OF  100   FT. 
ABOVE  CREEK  BOTTOM   130    FT. 


-TOTAL  LENGTH  150  FT.— HEIGHT 


246 


GOOD    ROADS 


November  6,  1915 


McCORD    CREEK    VIADUCT — COLUMBIA    RIVER    HIGHWAY,    MULTNOMAH      COUNTY,      OREGON- 
GIRDER  SPANS  BETWEEN   POUR-POST  TOWERS  54   FT. 


-LENGTH      360      FT. — 


track  made  it  necessary  to  build  viaducts  or  excavate  an 
enormous  amount  of  material.  On  account  of  the  cost  of 
such  grading  and  the  lack  of  a  place  to  dump  the  excavated 
material,  it  was  decided  to  build  the  viaducts.  These  are  two 
in  number  and  have  a  total  length  of  1,260  ft.  The  width  of 
roadway  on  each  is  18  ft.  In  each  case  the  roadway  is  carried 
on  columns  spaced  20  ft.  apart,  longitudinally,  and  17  ft.  6  ins. 


apart  transversely.  Both  rows  of  columns  are  parallel  to 
the  center  line  of  the  highway,  the  columns  on  the  side  toward 
the  hill  being,  of  course,  considerably  shorter  than  those  on 
the  outside.  The  footings  of  the  two  columns  in  each  bent 
are  connected  by  an  inclined  strut,  which  is  capable  of  carry- 
ing the  weight  of  the  structure  and  is  put  in  to  insure  against 
settlement  of  the  upper  footing.    The  approaches  are  held  by 


VIADUCT    AND    RETAINING 


WALl^-COLUMBIA    RIVER    HI  GHWAV— ROADWAY    CAKHIEU    PARTLY 
AND  PARTLY   ON  VIADUCT— DRY  RUBBLE   WALLS 


ON    ROCK    SHELF 


November  6,  1915 


GOOD    ROADS 


247 


retaining  walls  of  dry  rubble  masonry,  similar  to  the  one 
shown  in  the  illustration  at  the  bottom  of  page  246.  These 
viaducts  cost  complete  126.22  per  lin.  ft. 

At  Oneonta  Gorge  a  concrete  girder  bridge,  80  ft.  in  length, 
was  built  at  a  cost  of  $2,498.36. 

Below  Horsetail  Falls  a  concrete  bridge  similar  to  the 
Oneonta  Gorge  structure  was  built  across  Horsetail  Creek. 
Its  length  is  60  ft.  and  its  cost  $1,819.70. 

A  small  concrete  footbridge  was  constructed  over  Lower 
Multnomah  Falls.     Its  length  is  50  ft.  and  it  cost  $1,200. 

Across  McCord  Creek,  a  concrete  viaduct  carries  the  high- 
way for  360  ft. — 80  ft.  above  the  bottom  of  a  ravine.  This  is 
shown  in  the  illustration  at  the  top  of  page  246.  The  viaduct 
is  supported  by  four-post  towers,  having  girder  spans  of  54 
ft.  between  towers.  Two  girders  with  crossbeams  carry  the 
two-way  slab  floor  construction.    A  load  of  a  20-ton  roller  or 


Columns  carried  down  to  the  rocky  cliffs  support  girders  of 
from  20  to  30  ft.  span.  The  floor  beams  are  carried  at  one 
end  by  the  girder  and  at  the  other  end  are  embedded  in 
notches  cut  in  the  cliff.  This  construction  saved  the  immense 
amount  of  solid  rock  excavation  which  would  have  been  nec- 
essary to  secure  a  24-ft.  roadway.  About  12  ft.  of  the  road- 
way is  carried  on  the  concrete  structure,  and  the  balance  on 
the  cliff  shelf.  The  same  typical  stone  railing  that  follows 
the  highway  along  the  edge  of  the  cliff  is  used  on  some  of 
this  construction,  as  shown  in  the  illustration  at  the  bottom 
of  page  246. 

The  Eagle  Creek  arch  is  a  three-rib,  semi-circular  arch  of 
60-ft.  span.  The  deck  is  carried  on  spandrel  columns  and 
the  entire  concrete  construction  is  covered  with  a  rock  veneer, 
this  stone  arch  ring  carrying  the  stone  spandrel  wall.  The 
rock  arch  and  spandrel  w4ll  are  tied  to  the  concrete  ribs  by 


TYPICAL,      VIADUCT      UNDER      CONSTRUCTION      ON 
COLUMBIA    RIVER   HIGHWAY 


THE 


COMPLETED  VIADUCT   CARRYING  ROADWAY  ALONG  SIDE 
OF   MOUNTAIN 


100  lbs.  per  sq.  ft.  of  road  surface  was  used  in  the  design. 
Impact  was  added  using  the  formula 

L' 

Impact  = 

2(L  +  D) 
where  L  and  D  represent  the  live  and  dead  load.  The  railing 
on  this  bridge  was  poured  in  place  and  later  rubbed  down  with 
carborundum  stone  and  sand  floated.  The  top  railing  and 
curb  were  both  reinforced  sufficiently  to  prevent  temperature 
cracks,  and  none  have  developed.  The  cost,  complete,  was 
$17,653. 

The  Tanner  Creek  Bridge  is  a  concrete  deck  girder  span 
of  60  ft.  with  wing  abutments  20  ft.  high.  It  is  shown  in  the 
left-hand  illustration  at  the  top  of  page  245.  Floor  beams 
between  girders  permitted  of  two-way  slab  construction  on 
the  deck. 

For  a  distance  of  180  ft.  on  the  highway  above  Bonneville 
it  was  found  cheaper  to  carry  the  road  partly  by  a  concrete 
viaduct  and  partly  on  the  solid  rock  roadbed,  than  to 
cut  a  road  by  shooting  down  the  vertical  rock  cliff,  which 
rises  700  ft.  This  structure  is  shown  in  the  illustrations  on 
page  247,  one  of  which  shows  the  viaduct  during  construction. 


small  steel  hooks  passed  through  loops  embedded  in  the  rib. 
The  abutments  are  made  of  dry  rubble  masonry.  The  cost, 
complete,  was  $8,500. 

The  structures  described  in  the  foregoing  were  built  un- 
der the  direct  supervision  of  Maj.  H.  L.  Bowlby,  ex-State 
Highway  Engineer  of  Oregon.  S.  C.  Lancaster  was  Assistant 
Highway  Engineer,  and  C.  H.  Purcell  was  Bridge  Engineer 
for  the  Highway  Department. 


About  One  Hundred  Iowa  Convlctci  are  Engagred  In  Road 
Bulldlngr>  according  to  an  article  in  the  current  issue  of  the 
Iowa  State  Highway  Commission's  "Service  Bulletin."  These 
men  are  in  road  building  camps  in  various  parts  of  the  state, 
the  largest  number  being  at  a  camp  at  Cherokee.  At  another 
camp  at  Ames  there  are  25  men.  The  convicts  are  housed  in 
tents  and  wear  no  distinctive  dress.  At  the  Cherokee  camp 
quite  extensive  road  building  operations  have  been  conducted. 
The  work  has  consisted  largely  of  grading  and  has  included 
the  construction  of  two  fills,  one  of  4,000  cu.  yds.  and  the  other 
of  7,000  cu.  yds.  An  industrial  railway  is  being,  used  at  this 
camp.  The  work  at  Ames  includes  the  construction  of  a  concrete 
girder  bridge  of  three  42-tt.  spans  and  two  18-ft.  approach  spans. 
The  work  also  Includes  a  very  heavy  cut  and  a  long  fill.  On 
this  work  another  industrial  railway  is  being  used. 


248 


GOOD    ROADS 


November  6,  1915 


The  Proper  Rolling  of  Plastic  Pavements 

By   EDWARD  WRIGHT  ^ 

The  hourly  capacity  of  tanUein  rollers  to  bring  about  uni- 
form density  in  hot  mixtures,  spread  on  curved  surfaces  and 
rolled  lengthwise,  is  limited  to  100  sq.  yds. 

This  is  proved  in  the  simplest  manner  by  laying  a  strip 
of  hot  mix,  1  yd.  wide  and  100  yds.  long,  in  one  hour,  simul- 
taneonsJy  moving  over  it  a  roller,  36  ins.  wide,  at  the  uni- 
form rate  of  1  in.  per  second.  There  being  3,600  ins.  in  100 
yds.,  and  3,600  seconds  in  one  hour,  this  roller  will  press 
evenly  and  uniformly  upon  each  and  every  square  inch  of  the 
strip  for  a  period  of  one  second. 

Rollers  wider  than  36  ins.  cannot  increase  the  contact  on 
curved  roads  when  rolling  lengthwise;  hence  capacity  is 
limited  by  time  and  curvature  to  100  sq.  yds.  per  hour. 

The  slowest  average  speed  for  effective  rolling  is  12  ins. 
per  second,  the  fastest  36  ins.,  giving  1/12  and  1/36  part  of 
a  second,  respectively,  to  press  each  and  every  square  inch 
of  surface.  So  in  order  to  gain  the  full  one  second  effect, 
the  minimum  number  of  rollings  must  be  12  and  the  maxi- 
mum number  36. 

After  12  slow  or  36  fast  rollings,  yielding  under  the  driving 
roll  is  not  perceptible,  the  same  density  being  obtained  with 
ease  to  the  operator  in  one  case  and  exhaustion  in  the  other. 

To  make  12  slow  rollings  uniformly  effective  it  is  neces- 
sary to  divide  the  road  into  hour  sections  of  100  sq.  yds.  and 
sub-divide  each  hour  section  into  six  10-minute  sections  as 
per  sketch,  which  represents  a  road  S  yds.  wide. 

The  hot  mix  being  ready  in  No.  1  section,  the  operator, 
beginning  at  one  side,  moves  his  roller  up  to  the  section  line 


Pressing  every  square  inch  of  surface  with  the  same  weight 
for  the  same  length  of  time,  insures  uniform  density  of  the 
entire  layer  and,  be  it  noted,  no  other  method  of  rolling  can 
bring  this  about. 

The  province  of  the  roller  is  to  press  the  hot  nii.x  to  its 
greatest  density;  and  pressing  power  depends  entirely  upon 
weight  of  driving  roll,  the  minimum  weight  of  which  should 
be  250  lbs.  per  in.  width. 

The  average  thrust  of  the  driving  roll  on  sticky  mix  is  10 
per  cent,  of  its  weight  and  this  thrust  of  25  lbs.  per  in.  width 
is  beneficial  on  the  forward  run,  for  it  tends  to  draw  and 
pack  the  mix  under  the  driving  roll  whilst  receiving  the  pres- 
sure of  250  lbs.  This  same  thrust  on  the  back  run  tends  to 
detach  what  has  just  been  pressed  and  packed — particularly  at 
the  moment  of  starting  when  the  thrust  may  rise  momentarily 
to  100  lbs.  per  in.  width  of  roll.  Starting  the  back  rnn,  there- 
fore, must  always  be  done  slowly  and  gently. 

The  steering  rolls  moving  over  soft  material  have  a  detri- 
mental effect.  Having  no  traction  they  push  the  mix  hori- 
zontally, always  tending  to  undo  what  the  driving  roll  has 
done.  To  reduce  this  defect  to  the  minimum  the  steering 
rolls  must  be  as  light  as  possible;  to  avoid  it  the  steering 
rolls  should  not  touch  the  soft  section  and  all  of  the  steer- 
ing must  be  done  near  the  end  of  back  run  on  firm  ground. 

It  is  generally  supposed  that  running  the  roller  at  an 
angle  with  the  curbs,  criss-crossing,  making  quarter  turns 
across  the  road,  etc.,  are  beneficial  and  necessary.  On  soft 
material  all  such  rollings  are  detrimental  and  a  waste  of 
time. 

Specifications  calling  for  such  rollings  should  mention  the 


■One-hour  •section- 


^ 


-One-hour  'Sect/on- 


-Fir-st  run,  2. 0  yd3.  - 


—<Six  /0-minute  'Secti'orhs 

I      I     2     I    .5     I    4-     I    >5- 


"3 


■ZOyds.- 


-2. 0  yds.- 


8KETCH    ILLUSTRATING    PROPER 

and  backs  off  a  distance  of  20  yards,  (length  of  hour  section). 
Maintaining  this  back  run  throughout  and  steering  his  roller 
1  yd.  to  the  side  on  each  forward  run,  he  covers  the  width 
in  five  shifts,  rolls  all  of  the  hot  mix  twice  and  travels  a  dis- 
tance of  200  yds.  to  make  his  first  cross-over,  all  in  10  min- 
utes. Meanwhile,  No.  2  section  having  been  filled,  he  again- 
moves  his  roller  up  to  the  section  line  and  backs  off  as  be- 
fore. Repeating  the  first  section  movements  exactly,  he 
makes  his  second,  third,  fourth,  fifth  and  sixth  cross-overs, 
each  in  10  minutes,  so  that  at  the  end  of  the  first  hour: 

No.  6  section  will  have  received  two  rollings, 

"     S        "  four      " 

"     4        "  six 

"     3        "  "       "  "  eight     " 

"     2        "  •*       "  "  ten 

*•      1        ' twelve  " 

In  this  first  hour  the  back  run  has  caused  all  of  the  previ- 
ous hour-sections  to  be  rolled  12  times,  and  during  the  sec- 
ond hour  the  back  run  will  similarly  complete  the  first  hour- 
section. 

In  practice  continuous  rolling  cannot  be  carried  out,  for 
the  operator  must  give  attention  to  his  machine,  start,  stop, 
shift  over,  etc.,  so  that  the  average  time  required  to  complete 
each  10-minute  section  will  rise  to  12  minutes,  and  at  the 
end  of  the  hour  only  five  sections  will  be  covered,  reducing 
the  hourly  capacity  of  the  machine  to  83  1/3  sq.  yds.  This 
surface  cannot  be  increased  by  speeding,  for  half-time  con- 
tact means  doubling  the  number  of  rollings. 

If  the  road  or  hour  section  be  such  that  24  or  36  rollings 
are  desirable,  the  operator  will  move  his  roller  at  twice  or 
three  times  the  speed,  making  two  or  three  cross-overs  in- 
stead of  one. 


M.ANNER    OF    OPERATING    ROLLER. 

best  place  to  make  them,  which  is,  the  firm  ground  of  the 
previous  hour  section. 

All  specifications  relating  to  the  rolling  of  plastic  material 
on  curved  roads  should  contain  the  following  essentials: 

Minimum  weight  per  in.  width  of  driving  roll,  2S0  lbs. 

Minimum  number  of  rollings,  12. 

Maximum  number  of  sq.  yds.  per  hour  per  roller,  83  1/3. 

Resistance  of  plastic  pavements  to  wear  and  tear  increases 
with  density,  and  to  insure  uniformly  dense  layers  of  any 
hot  mix,  the  hour  section  with  the  above  essentials  must  be 
adopted. 


The  Methods  of  Malnialnlnir  the  Concrete  Roads  of  Wayne 
County,  Michigan,  are  set  forth  in  detail  in  the  ninth  annual 
report  of  the  County  Road  Commissioners,  which  has  recently 
been  published.  For  this  work  the  authorities  use  a  crew  of 
7  men,  provided  with  a  team,  tar  kettle,  several  wire  bristle 
brooms,  wheelbarrow,  tar  bucket  and  sprinkling  cans.  The 
operating  cost  of  this  outfit  is  as  follows:  Foreman,  $5.00  per 
day;  team  and  driver,  $5.00  per  day;  tar  man,  $3.00  per  day;  2 
laborers  at  $2.50  per  day  each,  and  2  laborers  at  $2.25  per  day 
eacli.  All  cracks  or  spalled  Joints  are  cleaned  with  wire  brooms 
and  then  filled  with  tar,  heated  to  about  225°  F.  This  is  al- 
lowed to  stand  for  a  few  minutes  to  prevent  bubbling  and 
Is  then  covered  with  clean,  coarse,  dry  sand,  spread  with  a 
shovel,  an  excess  of  tar  and  sand  being  used  and  the  traffc 
allowed  to  smooth  it  out.  Pit-holes  are  treated  in  a  similar 
manner.  The  material  used  is  a  special  mixture  of  Tarvia, 
which  has  a  melting  point  of  about  85°  F.  A  hole  or  crack 
that  does  not  extend  through  the  road  but  is  over  an  inch  in 
depth  is  cleaned  and  dried  out,  painted  with  hot  tar  and  filled 
with  stone  of  a  suitable  size,  graded  as  nearly  as  possible  to 
fill  tlie  voids.  This  is  tamped  or  rolled  In  place,  after  which 
It  Is  covered  with  hot  tar,  enough  being  used  so  that  most  of 
It  will  be  taken  up  by  the  remaining  voids.  Coarse,  dry  sand 
la  then  shoveled  over  the  surface. 


November  6,  1915 


GOOD    ROADS 


249 


Papers  Presented  at  the  Pan-American  Road  Congress 


Note:  The  four  papers  which  follow  complete  the  list  of  Pan- 
A  merican  Road  Congress  papers  to  which  space  can  be  given  in  GOOD 
ROADS.  The  remainder  of  the  formal  papers  are  to  be  printed  in  the 
official  proceedings  which  will  be  issued  by  the  Congress.  The  illustra- 
tions and  tables  to  which  reference  is  made  in  Mr.  Connell's  and  Mr. 
Breed's  papers  have  been  omitted  from  the  following  on  account  of  lack 
of  space. 


Dust  Suppression  and  Street  Cleaning 

By  WILLIAM  H.  CONNELL 
Chief,  Bureau  of  Highways  and  Street  Cleaning,  Philadelphia,  Pa. 

There  is  probably  no  phase  of  public  work  with  a  more 
direct  bearing  on  the  comfort  and  convenience  of  the  public 
than  the  suppression  of  dust  and  the  cleaning  of  streets. 
Realizing  this,  the  public  is  becoming  more  and  more  exact- 
ing with  regard  to  the  means  adopted  by  the  diflferent  cities 
and  communities  to  cope  with  this  problem.  Evidence  of 
this  is  the  widespread  interest  of  the  business  and  civic 
organizations  throughout  the  country  which  are  endeavor- 
ing to  cooperate  with  the  officials  in  charge  of  the  work, 
in  order  that  the  streets  in  their  respective  communities 
may  be  clean  and  free  from  dust.  Until  a  few  years  ago, 
the  civic  organizations  were  confined  to  the  cities,  as  the 
dust  nuisance  did  not  assume  any  great  proportion  in  the 
outlying  districts  where  the  travel  was  over  country,  roads, 
until  the  advent  of  the  automobile.  But  now  the  wide- 
spread interest  backed  by  civic  organizations  for  the  sup- 
pression of  dust  is  probably  just  as  prevalent  in  the  out- 
lying districts  as  in  the  cities.  This  is  simply  illustrative 
of  the  fact  that  the  public  is  tired  of  the  slipshod  methods 
formerly  used,  and  still  in  use  in  many  localities,  in  con-, 
nection  with  the  dust  suppression  problem  on  country  roads, 
all  of  which  is  an  indication  of  the  evolution  through  which 
this  country  is  passing  today  with  regard  to  the  solution 
of  problems  pertaining  to  the  public  service,  and  coming 
under  the  jurisdiction  of  the  federal  and  state  governments, 
municipalities  and  townships.  We  are,  however,  still  floun- 
dering about  and  until  it  becomes  universally  recognized 
that  all  such  problems  must  be  handled  by  experts  in  the 
respective  undertakings,  such  as  is  the  case  in  business,  we 
will  continue  to  grope  in  the  dark.  This  is  evidenced  prob- 
ably more  in  street  cleaning  work  than  in  any  other  branch 
of  public  work  in  this  country,  and  it  is  simply  due  to  the 
fact  that  it  has  lacked  expert  supervision,  and  more  so  than 
any   other   field   of  the   public   service. 

With  the  advent  of  the  automobile,  and  the  keener  sensi- 
bilities of  the  public,  due  to  higher  and  more  universal  edu- 
cation, and  the  fact  that  the  world  is  becoming  more  pro- 
gressive in  business  and  scientific  undertakings  every  day, 
the  people  are  actually  demanding  all  the  comforts  that 
heretofore  have  been  denied  them  and  which  common  sense 
tells  them  are  within  their  grasp.  Included  in  •this  category 
and  under  the  title  of  street  cleaning,  is  the  problem  of  the 
elimination  and  suppression  of  dust  on  paved  streets  and 
country  roads.  This  is  simply  an  engineering  problem  that 
can  be  successfully  handled  in  every  section  of  the  country 
today.  All  that  is  necessary  is  to  employ  qualified  experts 
to  advise  and  outline  methods  of  carrying  on  the  work  and 
to  place  competent  men  in  a  supervisory  capacity.  This 
puts  part  of  the  burden  of  the  responsibility  where  it  be- 
longs— with  the  people.  In  order  to  have  good  service, 
plain   business  principles   similar  to  those  employed  in   pri- 


vate undertakings  must  govern  in  the  selection  of  those 
charged  with  the  solution  of  the  problems  of  the  public 
service. 

The  public  is  said  by  some  to  be  overly  exacting  with 
public  officials.  Though  not  so  in  a  general  sense,  in  many 
instances  people  are  unreasonable  in  their  demands  and 
have  extravagant  views  which  do  not  represent  the  good, 
sound  judgment  that  they  would  put  into  practice  in  their 
own  business  undertakings.  Public  business  is  said  to  be 
and  is  everybody's  business,  but  unfortunately,  generally 
speaking,  opinions  are  often  expressed  on  matters  pertain- 
ing to  public  affairs  without  knowing  the  facts,  which  policy 
would  be  disastrous  to  pursue  in  business  life. 

In  many  ways  the  people  are  like  children — they  want 
something  and  want  it  badly,  but  do  not  care  how  they  get 
it  so  long  as  their  individual  requests  are  granted,  never  con- 
sidering whether  the  existing  finances  of  the  community  will 
warrant  granting  their  demands,  as  they  usually  consider  such 
matters  from  their  viewpoint  alone.  In  other  words,  the  col- 
lective requests  of  a  somewhat  similar  nature,  are  subordinat- 
ed to  their  personal  desires,  and  they  refuse  to  consider  that 
the  expense  might  make  it  prohibitive  to  comply  with  their 
demands.  Very  often,  too,  when  they  do  go  into  the  finan- 
cial situation  and  find  that  there  is  no  money  available  for 
certain  purposes  and  that  certain  things  never  can  be  as 
they  should  be  until  more  funds  are  provided,  they  are  un- 
willing to  pay  their  share  of  a  raise  in  the  taxes  to  provide 
the  comforts  that  they  demand. 

As  this  is  due  to  a  lack  of  knowledge  in  matters  pertain- 
ing to  the  public  service,  it  can  only  be  overcome  through 
a  campaign  of  publicity  designed  to  educate  the  people  and 
bring  them  to  a  realization  of  the  fact  that  these  problems 
are  simply  business  and  engineering  ones  and  should  be 
handled   by   competent  authorities. 

In  discussing  an  engineering  subject  such  as  street  clean- 
ing and  dust  suppression,  the  scope  must  necessarily  be  suf- 
ficiently broad  to  place  the  matter  in  its  true  light,  and  the 
foregoing  is  simply  a  brief  outline  of  some  of  the  elements 
entering  into  this  problem  and  the  obstacles  and  difficulties 
to  be  met,  and  that  are  met  with  by  engineers  in  charge  of 
departments    supervising    work    of    this    character. 

It  is  not  only  the  technical  problems  that  should  concern 
the  engineer  in  charge,  but  the  whole  question  of  public 
policy  and  public  cooperation  is,  and  should  be,  just  as  much 
his  business  as  are  the  engineering  problems,  and  it  would 
therefore  not  be  doing  justice  to  this  subject  to  outline  the 
methods  of  carrying  on  the  work  from  an  engineering 
standpoint  without  first  endeavoring  to  point  out  that  the 
human  problem  is  also  a  very  important  factor.  Any  com- 
munity can  eliminate  dust  on  country  roads  and  city  streets, 
if  it  will  consider  the  matter  intelligently  as  any  individual 
would  in  conducting  his  own  business  aflfairs,  and  employ 
qualified  experts  to  advise,  or  supervise  the  work,  a  practice 
which,  if  universal,  would  save  the  communities  throughout 
the  country  millions  upon  millions  of  dollars  each  year. 

Street  Cleaning 
The  street  cleaning  problem  grows  in  importance,  depend- 
ing upon  the  area  of  paved  streets  under  control,  the  traffic 
and  population  of  the  community  and  how  apportioned.  In 
a  small  community  it  is  a  somewhat  simple  one,  but  very 
complex  and  difficult  in  a  large  city.    It  might  be  said  that 


2S0 


GOOD    ROADS 


November  6,  1915 


it  grows  in  nugnitade  with  the  density  of  the  population,  as 
tT»«Rc  naturally  increases  in  proportion  and  advances  with 
die  population. 

No  hard  and  fast  rules  can  be  laid  down  as  to  the  num- 
ber of  times  streets  should  be  cleaned,  except  that  it  should 
be  done  often  enough  to  not  only  have  them  appear  cleanly, 
but  to  prevent  the  dust  from  becoming  a  nuisance  between 
cleaning  periods.  The  number  of  cleanings  the  respective 
streets  require  in  order  to  accomplish  this  purpose  depends 
upon  the  general  cleanliness  and  habits  of  the  people  and 
the  volume  and  character  of  traffic.  In  a  neighborhood 
where  the  people  are  uncleanly  in  their  habits  and  litter  the 
streets  with  paper,  fruit  skins,  etc.,  it  is  necessary  to  clean 
more  frequently  than  in  a  locality  where  even  though  the 
traiSc  is  the  same,  the  streets  are  not  constantly  being  lit- 
ter :J  with  rubbish. 

The  two  important  considerations  in  street  cleaning  work 
are  as  follows: 

First,  to  secure  the  cooperation  of  the  public,  and  if  nec- 
essary to  enact  and  enforce  laws  compelling  the  people  to 
do  their  part  by  refraining  from  littering  the  streets  with 
rubbish  and  store  sweepings.  Unless  this  can  be  effected 
by  public  cooperation  or  through  the  enforcement  of  the 
law,  it  will  be  impossible  to  keep  the  streets  clean  no  matter 
how  often  they  are  cleaned. 
Second,  the  actual  cleaning  of  the  streets. 
In  order  to  give  a  general  idea  of  how  this  work  is  car- 
ried on  in  a  large  city,  the  following  outline  of  the  manner 
in  which  this  work  is  performed  in  -Philadelphia  will  rep- 
resent the  general  methods  used. 

The  street  cleaning  work  is  under  the  jurisdiction  of  the 
Highway  Bureau,  which  also  has  charge  of  the  construction 
and  maintenance  of  all  classes  of  streets  and  roads,  and  the 
collection    of    ashes,    rubbish    and    garbage.      It    is    directly 
supervised  by  division  and  district  engineers,  who  are  also 
in  charge  of  all  classes  of  work  in  their  respective  districts. 
The    street    cleaning    force    is    uniformed;    the    methods    of 
cleaning  are   by   horse-drawn   flushers,   automobile   flushers, 
squeegees,  machine  brooms  and  hose  flushing.     In  addition 
to  these  methods  of  cleaning,  which  are  carried  on  in  ac- 
cordance with  a  fixed   schedule  stipulating  that  each   street 
shall  be  cleaned  at  stated  intervals,  blockmen,  whose  duties 
consist   of   pick-up    cleaning,   are    stationed    throughout    the 
city.     This  work  is  supplemental  to  the  regular  schedule  of 
machine   cleaning.     The    area    covered    by    these    blockmen 
varies  from  4,000  sq.  yds.  in  the  central  business  section  to 
20,000  sq.  yds.  per  blockman  in  the  outlying  sections,  and 
depends  upon  the  amount  of  cleaning  required   in   the   dif- 
ferent sections  of  the  city.     Flushers  are  used  almost  ex- 
clusively on  stone  block  pavements,  the  water  being  applied 
under  a  pressure  of  40  lbs.  per  sq.  in.     The  purpose  of  the 
flushing  is  to  remove  the  dirt  from  between  the  blocks.    Ma- 
chine brooms  are  also  used  on  block  pavements,  and  smooth 
pavements  that  are  in  bad  repair  and   cannot  be   satisfac- 
torily cleaned  with  the  rubber  squeegees.     The   most  effi- 
cient method  of  cleaning  smooth  pavements,  such  as  wood 
block   and   sheet   asphalt,   appears   to   be.  with    the    rubber 
squeegee.     This  may  be  demonstrated  by  thoroughly  clean- 
ing a  pavement  with  a  machine  broom  and  after  it  has  had 
a   chance  to  dry  out,   observing  the   dust   rising  from   the 
s:reet  when   an   automobile  passes  over  it.     On  the  other 
hand,  after  cleaning  a  pavement  with  a  squeegee,  it  will  be 
observed  that  there  will  be  no  dust  rising  from  the  street  as 
the  automobile  passes  over  it.    This  is  due  to  the  thorough 
scrubbing  of  the  pavement  with  the  rubber  squeegee,  while 
the  broom  leaves  streaks  of  dirt,   which,  though   they  are 
very  slight  and  can  be  disclosed  only  by  close  observation, 
create  a  certain  amount  of  dust.    The  disadvantage  of  clean- 
ing with  squeegees,  and  in  fact  with  most  of  the  present  day 
methods  of  cleaning,  is  that  in  freezing  weather  they  canijof 


be  used,  since  it  is  necessary  to  sprinkle  first  and  this   re- 
sults in  coating  the  pavement  with  ice. 

The  solution  of  the  street  cleaning  problem  would,  there- 
fore, appear  to  be  some  sort  of  vacuum  cleaner  that  would 
make  it  unnecessary  to  wet  the  streets  in  the  winter.  No 
vacuum  cleaners  are  used  now  in  Philadelphia,  but  before 
very  long  this  method  of  cleaning  will  supplant  many  that 
are  in  use  at  present.  The  mechanical  contrivances  used 
to-day  in  the  cleaning  of  streets  are  very  crude,  which  is 
directly  attributable  to  the  lack  of  engineering  supervision 
in  this  class  of  work.  It  is  only  within  the  last  few  years 
that  in  some  sections  of  the  country  this  phase  of  the  situ- 
ation has  been  seriously  considered  and  studies  are  being 
made  with  a  view  to  improving  upon  the  present  equip- 
ment. 

The  schedule  under  which  this  work  is  done  is  a  result 
of  studies  made  to  determine  the  frequency  of  cleaning  re- 
quired on  each  street,  with  a  view  to  eliminating  the  dust 
nuisance  on  the  1,165  miles  of  paved  streets  in  the  city  of 
Philadelphia.  The  country  road  bituminous  surface  treat- 
ments have  accomplished  the  same  results  on  the  242  miles 
of  macadam  and  204  miles  of  dirt  roads. 

Street  cleaning  in  the  city  of  Philadelphia  is  done  under 
annual  contracts,  the  city  being  divided  into  eight  districts. 
The  work  is  under  the  supervision  of  the  district  engineers 
of  the   Highway   Bureau  and  their  corps  of  inspectors. 

The  specifications  provide  for  the  cleaning  of  all  streets 
6  ft.  6  ins.  in  width  or  over,  either  by  machine  brooms, 
squeegees  or  flushers,  and  the  equipment  to  be  operated  in 
accordance  with  a  schedule  which  specifies  the  streets  in  the 
order  in  which  they  are  to  be  cleaned  with  the  various  types 
of  equipment.  Squeegee  machines,  high  pressure  flushing 
machines  and  sprinklers  are  not  used  when  the  tempera- 
ture conditions  are  such  as  to  make  their  use  undesirable, 
due  to  causing  slippery  streets  in  freezing  weather.  During 
the  winter  when  this  work  cannot  be  done,  additional  ma- 
chine brooms  and  gangmen  must  be  provided  to  clean  the 
streets  with  the  frequency  called  for. 

The  total  amount  of  yardage  cleaned  every  day  is  1,354,364 
yards,  cleaned  every  two  days  9,955,031  yards,  cleaned  every 
three  days  5,712,118  yards,  and  cleaned  once  per  week  441,- 
110  yards,  which  makes  an  average  cleaned  per  day  of  8,- 
309,437  yards.  The  total  yardage  of  streets  to  be  cleaned 
in  this  manner  is  17,413,101.  In  addition  to  this  the  specifi- 
cations provide  for  the  cleaning  of  suburban  and  country 
streets  and  roads,  of  which  there  are  523  miles,  and  of 
alleys  from  one  to  six  times  per  week,  depending  upon  the 
necessity.  There  are  approximately  12,000  alleys  in  the  city 
under  6  ft.  6  ins.  in  width.. 

The  specifications  also  stipulate  that  the  contractor  must 
furnish  a  certain  number  of  blockmen  for  each  district,  fully 
equipped  with  the  necessary  bags  and  bag  carriers,  scrapers, 
brooms,  sprinklers,  etc.  The  number  of  blockmen  ranges 
from  45  to  140  per  district.  A  certain  number  of  hand  ma- 
chine brooms,  squeegees  and  flushers  are  also  specified  for 
each   street  cleaning  district. 

All  blockmen  and  gangmen  wear  white  uniforms  with 
white  helmets  in  the  summer  months  and  white  caps  in  the 
winter  months.  All  drivers  and  helpers  wear  khaki  uniforms 
with  khaki  canvas  hats  in  the  summer  and  caps  in  the 
winter.  Superintendents  and  foremen  wear  dark  gray  uni- 
forms and  caps.  Inlet  gangs  are  uniformed  in  khaki  with 
hats  in  the  summer  and  caps  in  the  winter. 

The  following  is  a  description  of  the  methods  of  handling 
this  work,  which  is  divided  as  follows:  (1)  Hand  patrol; 
(2)  Machine  broom  cleaning;  (3)  Squeegeeing;  (4)  Flush- 
ing;   (5)    Alley    cleaning;    (6)    Country   road   cleaning. 

Hand  Patrol. — The  blockmen  are  assigned  to  sections 
designated  by  the  Chief  of  the  Bureau  of  Highways  and 
Street  Cleaning,  the  area  to  be  covered  by  each  blockman 
depending   upon    the   character   and   amount   of   traffic   and 


November  6,  1915 


GOOD 


ranging  from  4,000  to  20,000  sq.  yds.  per  day.  The  duties 
of  the  blockmen  consist  of  patrolling  these  areas,  gather- 
ing all  paper  or  other  refuse,  and  sweeping  street  dirt  as  it 
accumulates  and  placing  it  in  dustproof  bags  or  metal  cans, 
after  which  these  bags  or  cans  are  collected  and  loaded 
into  special  wagons  and  hauled  to  a  collection  station  or 
dump. 

The  equipment  used  in  the  hand  patrol  work  consists  of 
hand  machines,  bag  carriers,  burlap  sacks,  push  hrooms, 
pan  scrapers,  sprinkling  cans  and  shovels.  The  dirt  col- 
lected is  placed  in  sacks  and  left  at  convenient  points  to  be 
taken  away  by  special  wagons  to  the  dump,  the  sacks  being 
returned  to  the  drivers.  Sacks  are  generally  used  in  prefer- 
ence to  cans  because  of  the  weight,  bulk  and  noisiness  of 
the  latter. 

Machine  Broom  Cleaning. — All  machine  broom  cleaning 
is  done  in  batteries  of  two  or  three,  preceded  by  sprinklers, 
the  number  of  brooms  in  each  battery  depending  upon  the 
width  and  character  of  the  streets  to  be  cleaned,  the  average 
gang  consisting  of  two  machine  brooms,  one  sprinkler,  four 
to  seven  gangmen,  and  a  sufficient  supply  of  carts  or  wagons 
to  remove  the  sweepings,  the  number  depending  upon  the 
length  of  haul  to  the  dumps  and  the  season  of  the  year,  to- 
gether with  the  amount  and  character  of  traffic. 

Squeegee  Cleaning. — Squeegee  cleaning  is  used  on  smooth 
pavements.  The  operation  is  performed  by  batteries  of  two 
and  three  squeegee  machines  preceded  by  sprinklers  to  soften 
and  loosen  the  material  on  the  streets,  the  sprinklers  using 
as  much  water  as  possible  without  flooding  the  pavement; 
the  squeegees  using  just  enough  water  to  create  a  wash. 
The  idea  of  sprinkling  in  advance  of  the  squeegees  is  to 
soften  the  dirt  and  enable  the  squeegees  to  cleanse  the 
streets  of  all  slime  as  well  as  of  the  coarser  materials.  The 
squeegees  are  followed  by  two  men,  who  immediately  sweep 
up  the  windrows  of  dirt  into  piles,  and  a  sufficient  number 
of  carts  follow  to  remove  the  dirt  from  the  streets. 

Flushing. — Flushing  machines  are  used  only  on  the  poorly 
paved  streets  and  block  pavements.  The  high  pressure 
flushing  machines,  two  of  which  are  mounted  on  auto  trucks,' 
are  usually  operated  singly,  as  most  of  the  districts  have 
but  one  flusher. 

Alley  Cleaning. — All  alleys  and  streets  whose  width  be- 
tween curbs  is  too  narrow  to  permit  the  use  of  machine 
brooms  are  cleaned  once  each  week  with  a  hose.  When 
such  streets  or  alleys  are  required  by  schedule  to  be  cleaned 
more  than  once  a  week  the  additional  cleaning  is  done  by 
hand  brooms. 

Hose  Flushing. — A  hose  flushing  gang  comprises  a  fore- 
man and  eight  men,  and  operates  in  the  heavy  traffic  busi- 
ness section  of  the  city.  The  work  is  supplemental  to  the 
regular  gang  cleaning  and  to  the  blockmen  cleaning  and 
is  done  at  night.  The  work  is  slow,  but  thorough,  the  main 
object  being  to  remove  the  fine  dust  and  pavement  detritus. 
Approximately  30,000  sq.  yds.  can  be  cleaned  in  10  hours  by 
each  gang.  A  gang  is  equipped  with  hand  brooms  and  ISO 
ft.  of  hose  with  necessary  attachments.  One  man  operates 
the  hose.  The  remaining  men  scrub  the  surface  of  the 
street,   clean   out  the   depressions  and   the  gutters. 

Inlet  Cleaning. — All  inlets  on  paved  streets  and  alleys  are 
cleaned  as  often  as  necessary  to  keep  them  at  all  times  free 
from  obstructions,  this  work  being  done  by  special  inlet 
gangs  consisting  of  three  men  and  a  sufficient  number  of 
carts. 

Country  Road  Cleaning. — The  cleaning  of  suburban  and 
country  streets  and  roads  is  taken  care  of  by  gangs,  each 
consisting  of  1  foreman,  10  laborers  and  2  carts.  The  work 
consists  of  pick-up  cleaning,  trimming  the  shoulders,  open- 
ing and  keeping  the  gutters  clean,  cleaning  inlets,  removing 
all  refuse,  rubbish  and  debris  from  the  streets,  and  such 
other  work  as  may  be  necessary  to  keep  the  streets  and 
roads  in  "spick-and-span"  condition.     The  respective  streets 


ROADS  251 

and  roads  are  cleaned  at  least  once  every  two  weeks,  and 
where  necessary  once  or  twice  a  week.  The  area  of  water 
bound  macadam,  bituminous  and  concrete  streets  and  roads, 
cleaned  by  the  country  road  gangs  is  approximately  3,835,217 
sq.  yds. 

Snow  Removal. — The  street  cleaning  specifications  also 
provide  in  case  of  snow  for  the  entire  forces  of  the  con- 
tractors to  be  used  in  removing  the  snow,  when  and  where 
directed.  In  order  to  remove  the  snow  quickly  from  the 
central  and  business  section  of  the  city,  separate  contracts 
are  also  entered  into,  in  which  removal  of  snow  is  paid  for 
on  the  cubic  yard  basis  and  in  most  cases  it  is  dumped  into 
sewer  manholes  at  convenient  locations  or  in  the  rivers. 

Dust  Suppression  on  Suburban  and  Country  Roads. 

The  methods  adopted  to  suppress  the  dust  oh  the  suburban 
and  country  macadam  streets  and  roads  in  the  City  of  Phila- 
delphia are  as  follows: 

The  country  and  suburban  streets  and  roads  receive 
bituminous' surface  treatments  of  the  character  best  suited  U 
the  respective  roads,  which  are  selected  only  after  making 
a  study  of  the  type  of  construction,  the  traffic  and  social 
and  local  conditions  in  each  instance.  Generally  speaking, 
two  methods  of  treatment  are  used  on  the  roads  to  suppress 
the  dust.  For  convenience  they  are  divided  as  follows: 
First,  into  bituminous  surface  treatments,  intended  to  elimi- 
nate the  dust  nuisance  and  preserve  the  roads;  second,  a 
cheaper  method  of  bituminous  surface  treatment,  used  simply 
for  the  purpose  of  laying  the  dust  on  macadam,  cinder,  and 
dirt  roads,  and  not  intended  to  preserve  the  road. 

The  first  method  of  treatment  is  used  only  on  macadam 
roads  that  have  been  put  in  good  condition,  as  it  is  a  waste 
of  money  to  put  a  high-class  bituminous  surface  treatment 
on  a  road  that  is  full  of  ruts  and  pot-holes  and  not  properly 
shaped  up.  The  bituminous  materials  used  in  the  City  of 
Philadelphia  consist  of  coal  tar  treatment,  hot  application, 
known  as  Tarvia  A;  coal  tar  treatment,  cold  application, 
known  as  Tarvia  B;  water  gas  tar  treatment,  hot  application, 
known  as  Ugite  No.  2;  water  gas  tar  treatment,  cold  applica- 
tion-, known  as  Ugite  No.  1;  and  asphalt  cut-back  treatments 
which  consist  of  a  mixture  of  60  to  65  per  cent,  of  80  to  100 
penetration  asphalt,  conforming  to  specifications  adopted  by 
the  Association  for  Standardizing  Paving  Specifications  at 
Pittsburgh  in  1913,  and  35  to  40  per  cent,  of  53  to  60  com- 
mercial naphtha.  All  of  these  materials  are  applied  in  quan- 
tities just  sufficient  to  paint  the  road  and  to  avoid  possi- 
bilities of  building  up  a  pad.  In  other  words  the  purpose 
is  simply  to  have  a  film  coat  of  bituminous  material  on  the 
surface  of  the  road  and  to  re-treat  the  road  as  often  as  is 
necessary  to  maintain  the  film  coat,  and  in  this  way  eliminate 
the  pushing  and  rolling  under  traffic,  which  occurs  with 
bituminous  pads. 

The  method  of  applying  these  bituminous  materials,  when 
the  road  is  in  proper  condition  to  receive  such  a  treatment 
and  the  material  to  be  used  on  the  respective  roads  has 
been  selected,  is  as  follows:  The  roads  are  first  lightly 
sprinkled  with  water  and  then  swept  with  a  horse-drawn 
broom.  They  are  then  swept  with  hand  brooms  until  the 
surfaces  of  the  stone  are  free  from  dust.  This  sweeping, 
however,  should  not  be  done  in  such  a  manner  that  the 
stone  dust  or  binder  will  be  removed  from  between  the 
stones.  The  bituminous  material  is  then  applied  with  a 
pressure  distributor  at  a  certain  rate  per  gallon  which  varies 
on  different  roads,  depending  upon  their  condition,  and  also 
whether  it  be  a  first,  second  or  third  treatment.  The 
bituminous  material  is  then  allowed  to  remain  on  the  road 
for  about  twelve  hours  or  over  night,  after  which  fine  washed 
gravel — 

Passing   %-in.   screen 100  per  cent 

"  No.     4  screen    SO  to  60     " 

"  No.     6       "         20  to  30     " 

"         No.  10       "  not   over  10    " 


2S2 


GOOD    ROADS 


November  6,  1915 


U  spread  over  the  road  »t  the  rate  of  13  to  18  lbs.  per  sq. 
yd^  depending  upon  the  amount  of  bituminous  material  ap- 
plied. In  some  cases  clean  trap  rock  chips  passing  a  §i-m. 
ring  and  retained  on  a  ij-in.  ring  are  used. 

The  theory  of  using  line  washed  gravel  in  place  of  stone 
chips  i*  twofold;  first,  to  use  a  covering  that  will  not  grind 
np  and  pulveriie  before  the  bituminous  material  has  set 
np,  and  thus  incorporate  with  it  and  build  up  a  pad,  such 
u  U  the  case  with  the  stone  chips  as  they  pulverize  very 
quicky  under  any  appreciable  amount  of  traffic;  second,  it 
contains  only  10  per  cent,  of  the  fine  sand  and  the  pebbles 
constituting  the  rest  of  the  material  are  so  hard  that  they 
do  not  grind  up  and  pulverize  for  from  three  weeks  to  two 
months,  depending  upon  the  traffic.  The  process  of  pul- 
verizing is  so  slow  that  the  fine  material  is  washed  off  the 
road  after  each  rain,  thus  doing  away  with  the  necessity 
of  sweeping  the  road  to  eliminate  the  dust,  which  is  neces- 
sary where  stone  chips  are  used. 

These  treatments  last  for  a  year  and  have  proved  to  be 
not  only  the  most  economical  method  of  preserving  roads 
of  this  character,  but  the  cost  is  less  than  the  cost  of  sprink- 
ling, provided  the  roads  are  sprinkled  three  times  a  day  and 
this,  by  the  way,  is  not  sufficient  to  lay  the  dust,  and,  of 
course,  it  must  also  be  understood  that  the  sprinkling  with 
water  will  not  preserve  the  roads  under  automobile  traffic. 
The  second  class  of  treatment  generally  used  consists  of 
asphaltic  road  oil  from  18°  to  23°  Beaume  gravity.  This 
material  is  applied  to  all  of  the  macadam  roads  that  are 
not  in  fit  condition  for  the  first-class  bituminous  surface 
treatment  and  to  all  dirt  roads,  and  is  applied  at  the  rate 
of  0.2  to  0.2S  gal.  per  sq.  yd.  On  some  roads,  depending  upon 
the  amount  of  traffic  and  whether  or  not  the  road  is  shaded, 
it  is  necessary  to  treat  the  road  in  May  and  treat  it  again 
in  September.  Such  roads,  however,  are  the  exceptions. 
In  most  cases  this  method  of  treatment  will  last  for  one 
season.  The  roads  as  a  rule  are  not  swept  before  the  ap- 
plication, nor  is  any  covering  put  over  this  bituminous  ma- 
terial, as  it  is  applied  in  such  small  quantities  that  there  is 
scarcely  any  necessity  for  covering.  The  purpose  in  putting 
on  this  small  quantity  is- to  insure  its  disappearing  from 
the  road  before  the  winter  sets  in,  in  order  to  avoid  the 
mushy  condition  that  prevails  when  there  is  too  much  oil 
on  the  road  in  this  season  of  the  year. 

The  paint  coat  method  of  tar  bituminous  surface  treat- 
ments on  first-class  macadam  roads  has  been  a  success  for 
seven  or  eight  years  in  this  country,  and  it  has  also  been 
tucd  to  a  very  great  extent  for  a  number  of  years  in  Eng- 
land. 

The  asphalt  cut-back  paint  coat  treatments  are  somewhat 
new,  and  have  been  largely  developed  in  Philadelphia  during 
the  last  four  years.  The  successful  results  in  Philadelphia 
have  led  to  their  use  in  other  localities  in  the  east  this  year, 
notably  by  the  Highway  Department  of  the  State  of  Penn- 
sylvania, where  a  large  mileage  of  roads  have  been  treated 
using  this  method.  , 

The  asphalt  cut-back  bituminous  surface  treatment  was 
evolved  through  research  work  carried  on  with  a  view  to 
finding  some  way  to  utilize  an  asphalt  in  the  paint  coat 
method  of  treatment  which  had  been  so  successful  with  the 
tars.  In  order  to  do  this,  it  was  necessary  to  use  a  compara- 
tively stiff  asphalt  so  that  it  would  set  up  quickly  on  the 
road.  This  necessitated  cutting  back  an  asphalt  of  about 
100  penetration  with  from  35  to  40  per  cent,  of  naphtha. 
The  purpose  of  the  naphtha  is  to  make  the  material  of  such 
a  consistency  that  it  can  be  applied  to  the  road  when  it  is 
moderately  warm.  In  other  words,  the  naphtha  simply  acts 
as  a  carrying  agent  and  after  it  has  done  its  work,  it  evap- 
orates and  leaves  the  paint  coat  of  asphalt  on  the  road. 
This  material  has  proved  to  be  a  success  under  a  four 
year  test,  re-treating,  of  course,  every  year  or  two,  or  as 
often  as  is  necessary,  as  is  also  the  case  with  the  tars. 


The  methods  of  bituminous  treatments  described,  how- 
ever, are  not  applicable  to  all  conditions.  The  roads  treated 
must  be  built  of  comparatively  hard  stone,  and  the  traffic 
conditions  must  be  taken  into  consideration. 

It  is  impossible  in  the  limited  time  allotted  to  this  sub- 
ject to  go  further  into  the  details  of  street  cleaning  and 
dust  suppression,  but  the  accompanying  tables  will  give  an 
idea  of  the  cost  of  cleaning  the  1,425  miles  of  paved  streets 
and  country  roads  under  the  different  methods  in  use,  and 
of  applying  the  bituminous  treatments  of  different  char- 
acters for  the  suppression  of  dust  on  the  242  miles  of  water 
bound  macadam  and  earth  roads  in  the  City  of  Philadelphia. 


Equipment  for   Highway  Work 

By  ARTHUR  H.  BLANCHARD 
Professor  of  Highway  Engineering,  Columbia  University 

Fundamentally,  the  problem  of  the  selection  of  economical 
and  efficient  plant  equipment  is  the  same  for  the  highway 
departments  of  states,  counties,  and  municipalities  and  con- 
tracting companies.  The  selection  of  equipment  for  the 
construction  and  maintenance  of  highways  should  be  based 
upon  a  consideration  of  the  following  factors:  (1)  Character 
of  work;  (2)  specification  requirements  covering  plant 
equipment;  (3)  amount  of  work;  (4)  portability  of  plant; 
(5)  large  and  small  units;  (6)  ease  of  manipulation;  (7) 
adaptability  to  different  classes  of  work;  (8)  funds  available; 
(9)  depreciation  of  plant;  (10)  transportation  facilities.  The 
practical  necessity  for  the  consideration  of  many  of  the 
above  factors  is  self-evident. 

Character  of  Work. — In  the  case  of  contractors  whose 
work  is  confined  to  the  construction  of  sheet  asphalt  pave- 
ments and  in  the  case  of  a  department  such  as,  for  instance, 
that  of  Wayne  County,  Michigan,  where  the  highway  work 
consists  primarily  of  grading  operations  and  the  construc- 
tion of  cement  concrete  pavements,  the  problem  is  mate- 
rially simplified.  On  the  other  hand  where  a  contractor's 
work  covers  the  construction  of  all  the  various  types  of 
roads  and  pavements  used  in  a  municipality,  county  or 
state,  the  selection  of  the  several  units  of  plant  equipment 
should  be  based  upon  their  adaptability  to  different  classes 
of  work.  For  example,  where  cement  concrete  pavements  as 
well  as  concrete  foundations  are  to  be  constructed,  in  many 
cases  a  type  of  mixer  should  be  purchased  which  is  satis- 
factory for  the  construction  of  pavements,  the  requirements 
for  which  are  more  specific  than  in  the  case  of  mixers  used 
only  on  foundation  work. 

Specification  Requirements  Covering  Plant  Equipment. — 
In  the  modern  practice  of  highway  engineering,  many  speci- 
fications include  specific  stipulations  which  must  be  met  by 
machines  and  accessories  employed.  As  illustrations  might 
be  cited  the  weight  of  rollers,  pressure  limitations  in  dis- 
tributors, grouting  apparatus,  and  details  of  mixers  for  the 
manufacture  of  bituminous  concrete. 

Amount  of  Work,  Portability  of  Plant,  Large  and  Small 
Units. — It  is  evident  that  a  contractor  or  a  department  will 
be  justified  in  the  purchase  of  an  ideal  equipment  if  the  work 
is  to  be  extensive  in  character.  If  the  work  is  centralized 
and  large  in  amount,  as  in  the  case  of  sheet  asphalt  work, 
in  many  municipalities  a  large,  well-equipped  permanent  plant 
will  prove  economical.  If,  on  the  other  hand,  the  work  is 
large  in  amount  but  distributed  over  considerable  area, 
small  portable  units  will  prove  more  satisfactory,  as  in  the 
case  of  mixing  plants  for  the  manufacture  of  bituminous  con- 
crete to  be  laid  on  state  and  county  highways. 

Ease  of  Manipulation. — In  cases  where  contractors  are  en-, 
gaged  in  general  highway  work  and  their  organization  does 
not  include  foremen  who  are  specialists  in  the  manipulation 
of  various  types  of  complicated  machinery,  it  is  of  utmost 
importance  that  simplicity  of  machines  and  ease  of  manipu- 
lation should  be  given  great  weight  in  the  selection  of  equip- 


November  6,  1915 


GOOD    ROADS 


253 


ment.  This  is  particularly  true  in  connection  with  various 
types  of  machines  used  in  the  construction  of  bituminous 
surfaces,  bituminous  macadam  and  bituminous  concrete  pave- 
ments. 

Adaptability  to  Different  Classes  of  Work. — It  is  well 
known  that  specifications  for  different  classes  of  work,  re- 
quiring the  same  type  of  machine,  call  for  differences  in  de- 
tail. For  grading  work,  specifications  might  require  rollers 
weighing  from  12  to  IS  tons,  while  in  the  construction  of 
wearing  courses  of  some  types  of  pavements  a  10  to  12-ton 
roller  is  stipulated.  A  contractor  who  is  handling  a  small 
amount  of  general  highway  work  would,  therefore,  find  it 
advantageous  to  purchase  a  12-ton  roller  suitable  for  both 
classes  of  work  mentioned  above. 

Funds  Available. — Departments  and  contractors  are  neces- 
sarily forced  to  consider  first  cost  of  equipment,  as  the  funds 
available  may  not  permit  the  installation  of  the  most  econ- 
omical and  efficient  machines.  In  many  cases  where  such 
conditions  are  encountered,  it  is  obvious  that  it  will  not  be 
practicable  to  anticipate  that  the  work  can  be  accomplished 
with  the  same  degree  of  rapidity  and  at  the  same  cost  as  if 
more  efficient  machinery  constituted  the  plant  equipment. 

Depreciation  of  Plant  Equipment. — Depreciation  charges 
on  plant  equipment  should  be  given  careful  consideration 
prior  to  the  purchase  of  machines  and  accessories  as  well  as 
in  the  consideration  of  the  cost  of  highway  work. 

Transportation  Facilities. — Facilities  for  the  transportation 
of  machinery  and  materials  materially  affect  the  efficiency  of 
the  several  units  of  plant  equipment.  For  example,  in  munic- 
ipalities, counties  and  states  where  materials  may  be  trans- 
ported over  highways  in  good  condition,  the  use  of  the  motor 
truck  will  usually  be  found  desirable. 

Brief  consideration  will  be  given  to  the  plant  equipment 
suitable  for  grading,  quarrying,  construction  of  the  several 
types  of  roads  and  pavements,  street  cleaning  and  snow 
removal.  The  limitations  of  this  paper  will  prevent  the  con- 
sideration of  small  tools  and  accessories.  It  is  also  evident 
that  normal  conditions  usually  will  be  assumed  as  the  basis 
for  sugestion  of  plant  equipment  for  the  various  items  of 
highway  work  enumerated  above.  Wagons  or  motor  trucks 
will  be  found  a  necessary  part  of  equipment  for  all  classes  of 
work. 

Grading. — Grading  operations  vary  from  the  scarifying  of 
an  old  road  surface,  preparatory  to  the  construction  of  a  new 
wearing  course,  to  heavy  cut  and  fill  work  requiring  the  mov- 
ing of  thousands  of  cubic  yards  of  material.  It  is  apparent 
that  only  extreme  conditions  can  be  mentioned  in  this  dis- 
cussion as  the  economics  of  the  utilization  of  various  classes 
of  machines  on  average  grading  work  would  necessitate  a 
comprehensive  discussion.  For  the  lightest  class  of  grad- 
ing mentioned,  scarifiers  drawn  by  rollers  have  proved  more 
economical  and  efficient  than  the  use  of  picks  in  roller 
wheels  or  any  one  of  the  several  types  of  plows  drawn  by 
rollers  or  tractors.  For  the  heaviest  class  of  grading  work, 
in  many  instances  steam  shovels  loading  into  wagons  will  be 
found  economical.  In  connection  with  all  grading  work  ex- 
cept light  scarifying,  one  or  more  of  the  following  types  of 
machines  should  form  a  part  of  the  plant  equipment  for 
grading:  Road  drags,  grading  and  rooter  plows,  drag  and 
wheel  scrapers,  elevating  graders,  and  rollers.  It  should  be 
noted  that  the  utilization  of  the  elevating  grader  has  not  been 
fully  developed  by  many  contractors.  It  should  also  be 
noted  that  many  engineers  and  contractors  prefer  the  con- 
struction of  embankments  in  thin  layers  with  light,  smooth- 
faced rollers  or  sectional  rollers  instead  of  the  construction 
of  the  maximum  thickness  of  layers  allowed  by  specifica- 
tions and  compaction  with  IS  to  18-ton  rollers. 

Quarrying. — Plant  equipment  for  quarrying  depends  pri- 
marily upon  the  kind  of  rock,  the  required  output  per  day, 
and  the  length  of  time  during  which  the  quarry  will  be 
worked.     Drills  and  blasting  devices  are  a  necessary  part  of 


all  equipment  for  rock  work.  Contractors  or  departments 
working  the  quarry  to  supply  material  for  a  specific  high- 
way would  use  the  ordinary  portable  crushing  and  screening 
plant  consisting  of  boiler,  engine,  jaw  crusher,  elevator, 
screen  and  bins.  Small  quarries,  more  or  less  continuously 
operated,  are  generally  equipped  with  the  above  plant  except 
that  in  many  cases  the  gyratory  crusher  proves  more  eco- 
nomical. Passing  to  the  largest  quarries,  modern  equip- 
ment for  the  economical  manufacture  of  broken  stone  should 
consist  of  steam  shovels  for  removing  the  rock  masses  from 
the  quarry  face  to  steel  cars.  In  such  quarries  the  pieces 
of  rock  transported  to  the  crusher  may  vary  in  size  up  to 
masses  weighing  7  or  8  tons.  The  rock  should  be  first 
crushed  in  a  mammoth  jaw  crusher  from  which  the  rock 
should  be  passed  through  a  series  of  gyratory  crushers,  jaw 
crushers  and  rolling  mills  and  thence  to  elevators,  screens 
and  bins.  In  some  plants  of  this  type  washing  devices  are 
a  necessary  part  of  the  equipment  in  order  to  produce  stone 
chips  free  from  dust. 

Earth  Roads. — In  the  construction  of  earth  roads  on  a 
large  scale,  the  following  equipment  has  been  found  to  be 
economically  efficient:  Elevating  grader  drawn  by  horses  or 
by  a  tractor,  scrapers,  disc  and  straight-tooth  harrows,  road 
drags,  rollers  and  watering  carts.  The  combinations  of  the 
machines  mentioned  which  will  be  used  will  depend  upon 
the  amount  of  work,  character  of  the  soil  and  the  cross  sec- 
tion to  which  the  road  is  to  be  built. 

Gravel  Roads. — Spike-tooth  harrows,  scrapers,  road  drags, 
rollers  and  watering  carts  constitute  the  equipment  for  the 
construction  of  gravel  roads.  Many  engineers  and  contract- 
ors have  found  grooved  rollers  more  satisfactory  for  this 
class  of  work  than  smooth-faced  rollers. 

Broken  Stone  Roads. — The  average  equipment  consists  of 
harrows,  rollers,  and  watering  carts.  For  many  types  of 
construction  and  kinds  of  rock,  rolling  for  long  periods  with 
10  or  12-ton  rollers  has  secured  a  better  compaction  and 
economical  bond  than  in  cases  where  IS  and  18-ton  rollers 
have  been  used  for  short  periods.  Some  contractors  have 
found  automatic  screening  spreaders  a  valuable  addition  to 
the  plant  equipment. 

Bituminous  Surfaces. — The  equipment  required  for  the  con- 
struction of  bituminous  surfaces  depends  upon  the  amount 
and  character  of  the  work  and  the  rapidity  with  which  it 
must  be  accomplished.  For  example,  the  construction  of  a 
bituminous  surface  on  a  broken  stone  road  will  require  an 
equipment  of  rotary  brushes  or  coarse  fiber  brooms,  bass 
fiber  brooms,  in  some  cases  batteries  of  heating  kettles,  a 
distributor  to  meet  specifications  and  adaptable  for  the  dis- 
tribution of  the  kind  of  bituminous  material  under  condi- 
tions stipulated  in  the  specifications,  pouring  cans,  squeegees, 
and,  in  some  cases,  5  to  10-ton  rollers  and  hand-drawn  or 
horse-drawn  automatic  stone  chip  distributors. 

Bituminous  Macadam  Pavements. — The  equipment  will 
depend  primarily  upon  the  specifications  and  the  kind  of 
bituminous  material  employed.  The  usual  equipment  con- 
sists of  batteries  of  heating  kettles,  a  distributor,  pouring 
cans,  and  a  roller.  The  specifications  covering  certain  fea- 
tures of  the  distributor  may  be  specific,  as  in  the  case  of  the 
1914  specifications  adopted  by  the  American  Society  of  Mu- 
nicipal Improvements  herewith  quoted: 

The  pressure  distributor  employed  shall  be  so  designed  and 
operated  as  to  distribute  the  bituminous  materials  specified 
uniformly  under  a  pressure  of  not  less  than  twenty  (20)  pounds 
nor  more  than  seventv-flve  (75)  pounds  per  square  inch  In  the 
amount  and  between  the  limits  of  temperature  specified.  It 
shall  be  supplied  with  an  accurate  stationary  thermometer 
in  the  tank  containing-  the  bituminous  material  and  with  an 
accurate  pressure  gauge  so  located  as  to  be  easily  observed  by 
the  engineer  while  walking  beside  the  distributor.  It  shall 
be  so  operated  that,  at  the  termination  of  each  run,  the  bitu- 
minous material  will  be  at  once  shut  off.  It  shall  be  so  de- 
signed that  the  normal   width   of  application   shall  be  not  less 


254 


GOOD    ROADS 


November  6,  1915 


iu.i.  ..^  ii)  (Mt  and  ao  th«t  It  will  be  possible  on  either 
slds  of  tlie  macbine  to  apply  wldUia  of  not  more  ttian  two 
ttj  feet.  The  distributor  shall  be  provided  with  wheels  hav- 
lac  ttras  each  of  which  shall  not  be  lass  than  eighteen  (18) 
iBches  in  width,  the  allowed  maximum  pressure  per  square  inch 
of  tire  being  dependent  upon  the  following  relationship  be- 
twean  the  aforesaid  pressure  and  the  diameter  of  the  wheel: 
Por  a  two  (})  foot  diameter  wheel,  two  hundred  and  fifty 
(U*)  pounds  shall  t>e  the  maximum  pressure  per  linear  inch 
of  width  of  tire  per  wheel,  an  additional  pressure  of  twenty 
(M)  pounds  per  inch  being  allowed  for  each  additional  three 
(S)  Inches  in  diamster. 

Bituminous  Concrete  Pavements. — The  type  of  pavement, 
amount  of  work,  the  specifications  and  the  kind  of  bituminous 
material  employed  materially  affect  the  selection  of  the  plant 
equipment  for  this  class  of  work.  Batteries  of  heating  ket- 
tle* and  a  roller  are  required  for  the  construction  of  all 
types  of  bituminous  concretes.  Although  the  practice  of 
contractors  has  varied  to  a  considerable  extent  with  refer- 
ence to  the  weight  and  type  of  roller,  many  now  favor  the  10 
to  12-ton  tandem  roller  for  all  classes  with  the  exception 
of  Topeka  bituminous  concrete.  The  practice  has  also 
materially  varied  with  reference  to  the  type  of  mixer  em- 
ployed. It  has  been  demonstrated,  however,  that  for  alt 
classes  of  bituminous  concrete  work,  a  contractor,  who  is 
to  construct  a  considerable  yardage  of  this  type  of  pavement, 
should  have  a  mixing  plant  which  includes  the  following 
units:  Heating  kettles,  elevators,  a  drier,  bins,  weighing  de- 
vices and  a  pug  mill  mixer.  For  pavements  of  the  type  of 
bitulithic,  a  rotary  screen  is  a  necessary  adjunct  to  the 
plant  For  those  types  of  bituminous  concrete  in  connec- 
tion with  which  seal  coats  are  employed,  the  equipment  will 
necessarily  be  increased  by  the  addition  of  hand-drawn  dis- 
tributors, pouring  cans,  squeegees,  and,  in  many  cases,  hand- 
drawn  automatic  stone  chip  distributors. 

Sheet  Asphalt  Pavements. — The  plant  equipment  neces- 
sarily depends  upon  the  amount  and  location  of  the  work 
and  the  specifications.  A  tandem  roller  constitutes  a  part 
of  the  equipment  for  all  sheet  asphalt  work.  The  mixing 
plants  are  of  three  types — portable,  semi-portable,  and  per- 
manent A  complete  plant  includes  a  cold  sand  elevator,  a 
drier,  a  hot  sand  elevator,  a  hot  sand  storage  bin  with  screen, 
an  asphalt  elevator,  a  flux  tank,  melting  tank,  draw-off  tank, 
a  sand  measuring  box,  a  dust  elevator,  bin  and  measuring 
box,  an  asphalt  cement  bucket  and  a  pug  mill  mixer. 

Cement  Concrete  Pavements. — Variations  in  economical 
equipment  depend  primarily  upon  the  specifications.  A 
beam  and  bucket  cement  concrete  mixer,  forms,  templates, 
bridges,  watering  carts,  pumps  and  hose  usually  constitute 
the  equipment  for  the  construction  of  cement  concrete  pave- 
ments constructed  by  the  mixing  method. 

Wood  Block  Pavements. — For  the  building  of  wood  block 
pavements,  the  equipment  should  include  the  necessary  ap- 
paratus for  the  construction  of  the  mortar  cushion  or  a  tem- 
plate and  hand  roller  when  a  sand  cushion  is  employed,  a 
tandem  roller  weighing  from  3  to  5  tons  and  the  necessary 
distributing  apparatus  for  the  application  of  fillers  and  the 
construction  of  expansion  joints. 

Brick  Pavements. — ^The  equipment  should  include  a  wood 
template  and  hand  roller  for  the  construction  of  the  sand 
ctisbion,  a  tandem  roller  weighing  from  3  to  5  tons,  brushes, 
cement  grout  boxes  if  a  cement  grout  filler  is  employed  or 
conical  pouring  cans  if  bituminous  fillers  are  used  for  the 
construction  of  transverse  or  longitudinal  joints. 

Stone  Block  Pavements. — The  equipment  includes,  in  some 
cases,  templates  and  hand  rollers  for  the  construction  of  the 
•and  cushion,  tampers  and  the  necessary  apparatus  for  fill- 
ing the  joints. 

Street  Cleaning.— The  equipment  required  for  street  clean- 
ing will  be  influenced  by  the  types  and  yardages  of  roads 
and  pavements.  Earth,  gravel  and  broken  stone  roadways 
require  push  brooms  or  horse-drawn  or  motor-driven  rotary 


sweepers  and  watering  carts.  Bituminous  surfaces  and  good 
brick,  bituminous  and  wood  block  pavements  necessitate  an 
equipment  for  hose  flushing  and  squeegeeing  or  rotary 
squeegees  and  watering  carts.  Brick,  in  poor  condition,  and 
stone  block  pavements  call  for  an  equipment  of  hand  brooms, 
rotary  brushes,  hose  for  flushing  or  flushing  machines. 

Snow  Removal. — Equipment  for  snow  removal  is  affected 
by  the  amount  of  snow  in  a  storm,  the  yardage  and  location 
of  the  roads  or  streets  to  be  cleared.  For  municipal  work 
road  scrapers  and  horse-drawn  and  motor  plows  have  been 
found  economical  and  efficient.  In  some  cases  apparatus  for 
flushing,  either  hose  or  power  flushing  machines  have  been 
found  advantageous.  In  the  case  of  many  roads,  compaction 
of  the  snow  being  principally  required,  snow  rollers  consti- 
tute the  equipment. 

Equipment  for  Maintenance. — In  a  brief  paper  it  is  not 
practicable  to  discuss  the  equipment  for  maintenance  for  all 
the  various  kinds  of  roads  and  pavements.  The  type  of  road 
or  pavement,  the  yardage  of  each  type  of  highway  within  a 
given  district  and  the  organization  of  a  highway  department 
or  the  specifications  under  which  contractors  must  main- 
tain highways  necessarily  materially  affect  the  selection  of 
an  economical  and  efficient  plant  equipment. 

As  an  illustration  will  be  cited  plant  equipment  which 
would  prove  satisfactory  for  the  maintenance  of  SO  miles  of 
bituminous  macadam  and  bituminous  concrete  pavements  in 
a  given  district.  The  equipment  should  include  a  motor 
truck  and  a  trailer.  The  truck  would  be  used  for  transporta- 
tion of  broken  stone,  sand,  cement,  fuel,  bituminous  mate- 
rials and,  in  some  cases,  small  tools  and  accessories.  A 
trailer  should  be  permanently  equipped  with  a  small  mixer, 
drier,  and  melting  kettles.  In  many  cases  the  following  ac- 
cessories can  be  used  efficiently:  A  hand-drawn  gravity  dis- 
tributor, pouring  cans  which  distribute  the  material  in  the 
form  of  a  sheet,  conical  pouring  cans  such  as  are  used  for 
the  application  of  bituminous  fillers,  coarse  fiber  and  bass 
fiber  brooms,  a  heavy  hand-drawn  roller,  tampers,  smoothing 
irons,  squeegees,  a  large  hand  power  bellows,  a  small  sur- 
face heater,  and  other  small  tools  such  as  shovels  and  picks. 
If  large  areas  are  to  be  repaired,  a  horse-drawn'  sweeper,  a 
small  pressure  distributor  and  a  tandem  roller  should  be 
included  in  the  equipment. 


Highway  Bridges  and  Structures 

By  W.  S.  GEARHART 
State  Engineer  of  Kansas 

Throughout  the  states  of  the  Central  West  from  40  to  75 
per  cent,  of  all  the  highway  funds  collected  is  expended  for 
the  construction  and  maintenance  of  bridges  and  culverts. 
The  amount  expended  for  new  bridges  and  culverts  on  new 
sites  is  very  small,  so  that  practically  all  of  these  expendi- 
tures should  properly  be  charged  to  maintenance.  The  con- 
stant drain  on  the  public  funds  for  renewing  wood  floors  and 
stringers  and  bridges  built  of  light  steel  is  very  great,  and 
the  flood  damage  to  these  temporary  structures  is  enormous. 

During  the  floods  of  1915  several  Kansas  counties  lost  from 
60  to  70  bridges  each,  and  some  700  structures  were  damaged 
in  the  state.  It  will  require  approximately  $700,000  to  repair 
and  rebuild  these  bridges. 

In  central  Nebraska  along  the  Platte  River  it  is  reported 
that  every  bridge  for  a  distance  of  75  miles  is  now  out  and 
in  Texas  it  is  estimated  that  the  county  bridges  and  roads 
were  damaged  to  the  amount  of  nearly  a  million  dollars  in 
the  floods  during  April  and  May  of  1915.  It  is  also  esti- 
mated that  the  Ohio  Valley  flood  of  1913  damaged  the  high- 
way bridges  in  Ohio  alone  to  the  amount  of  about  $8,000,000. 

In  the  Kaw  River  flood  of  1903,  16  of  the  17  large  highway 
and  railroad  bridges  at  Kansas  City  were  wrecked  in  two 
hours'  time  by  the  drift  which  piled  up  against  the  super- 
structures and  lifted  or  pushed  them  off  their  foundations. 


November  6,  1915 


GOOD    ROADS 


255 


The  damage  to  these  17  bridges  amounted  to  about  $1,500,000. 
The  indirect  losses  due  to  the  interference  with  traffic,  the 
delay  in  marketing  farm  crops  and  the  suspension  of  busi- 
ness cannot  be  estimated.  These  losses,  however,  where  the 
river  bridges  are  out  are  always  very  great  for  it  requires 
at  least  six  months  to  one  year  to  rebuild  them. 

In  the  past  twelve  years  Kansas  has  sustained  a  total  loss 
on  highway  bridges  alone  conservatively  estimated  at 
$3,000,000. 

Forty  years  ago  practically  all  of  the  highway  bridges  were 
wood  pile  structures,  but  about  that  time  a  large  number 
of  metal  bow-string  bridges  known  as  King  arches  were 
built  over  the  larger  streams.  These  arches  were  well  built 
and  were  supported  on  stone  masonry  abutments  and  piers. 
The  footings  of  the  foundations  were  carried  a  safe  distance 
below  the  bed  of  stream.  No  piers  were  used  in  the  main 
channel  unless  a  span  of  more  than  200  ft.  was  required. 
The  natural  or  normal  channel  was  completely  spanned,  the 
superstructure  placed  above  high  water  and  adequate  water- 
way was  provided.  Hundreds  of  these  old  bridges  are  in  use 
today.  The  metal  superstructures  are  light  and  will  not 
safely  carry  modern  traffic,  but  the  foundations  were  prop- 
erly built  and  ample  waterway  was  provided  and  as  a  re- 
sult the  public  has  had  the  continued  use  of  these  bridges 
since  they  were  opened  to  traffic. 

About  thirty  years  ago  the  first  light  steel  highway  bridges 
so  common  everywhere  today,  were  built.  Almost  from  the 
beginning  the  design,  construction  and  material  used  in  these 
steel  bridges  have  apparently  continued  to  become  more 
defective  and  the  method  of  handling  the  work  little  more 
businesslike.  For  more  than  a  quarter  of  a  century  the 
bridge  agents  have  been  permitted  or  requested  to  design 
and  construct  the  highway  bridges  without  restraint  and 
the  public  is  now  reaping  the  reward  for  its  indifference. 
Fortunately,  however,  the  method  of  handling  highway 
bridge  work  is  rapidly  changing. 

The  following  is  a  typical  example  of  the  results  of  the 
kind  of  bridge  building  referred  to  above.  In  the  year  1900 
a  light  steel  bridge  800  ft.  long  with  cylinder  pier  founda- 
tions was  designed  by  a  bridge  agent  and  built  over  the 
Kaw  River  in  Kansas  at  a  cost  of  $14,000,  and  in  1903  it  was 
partially  destroyed  and  repaired  at  a  cost  of  $8,000.  In 
1907  it  was  partially  destroyed  and  repaired  at  a  cost  of 
$9,000,  and  in  1910  it  was  again  partially  destroyed  and  re- 
built at  a  cost  of  $8,000.  The  initial  failure  was  in  the  foun- 
dation in  each  case.  During  these  ten  years  the  bridge 
cost  $39,000  and  four  years  out  of  the  ten  it  was  closed. 
With  an  original  outlay  of  about  $35,000  a  bridge  could 
have  been  built  which  would  have  withstood  any  of  these 
floods. 

These  failures  have  been  due  to  the  use  of  poor  materials, 
improperly  designed  and  poorly  constructed  foundations, 
placing  the  superstructure  too  low  and  providing  inade- 
quate waterways.  However,  these  faulty  designs  and  fail- 
ures have  been  primarily  due  to  the  lack  of  competent  en- 
gineering supervision  and  to  insufficient  funds  to  cover  the 
first  cost  of  a  properly  designed,  well-built  and  thoroughly 
protected  structure. 

When  the  conditions  are  such  that  all  of  the  water  from 
a  given  drainage  area  must  be  carried  under  the  bridge  the 
required  waterway  area  can  be  determined  approximately 
if  the  size,  slope  and  character  of  the  drainage  area  are 
known.  From  the  United  States  topographical  maps  the 
area  of  the  watershed  can  be  determined  with  reasonable 
accuracy  in  many  cases.  The  accompanying  table  gives  the 
waterway  areas,  for  different  sized  drainage  areas,  used  by  a 
number  of  the  principal  railroads  in  designing  their  drain- 
age structures  in  Kansas,  Missouri,  Oklahoma,  Arkansas, 
Nebraska,  Iowa,  -nd  Illinois.  Years  of  experience  have 
demonstrated  that  these  tables  when  used  with  due  con- 
sideration for  the  local  conditions  are  an  excellent  guide. 


In  the  prairie  country  the  natural  stream  channels  will 
not  ordinarily  carry  all  the  water  and  in  flood  time  the  whole 
bottom  is  overflowed.  Generally  no  attempt  is  made  in 
constructing  and  maintaining  highways  in  these  valleys  to 
throw  up  an  embankment  above  the  natural  ground  level 
or  above  the  high  water  as  the  railroads  have  done,  except 
at  the  bridge  approaches.  This  condition  does  not  affect 
the  height  at  which  the  bridges  should  be  located,  but  it 
does  make  it  impracticable  and  unnecessary  to  carry  all  of 
the  flood  water  under  these  structures.  It  also  renders  any 
drainage  area  tables  more  or  less  useless  and  complicates  the 
problem  of  deciding  the  proper  length  of  bridge  to  use  and 
the  waterway  area  to  provide. 

AREA    OF   OPENINGS    REQUIRED    FOR    DRAINAGE    AREAS. 


fe 


o 


Union  Pacific 

C  =  %  to  1  for  steep,  rocky  ground. 
C  =  %  for  rolling. 

C  —  1/6  to  1/5  for  long,  narrow,  flat  val- 
leys. 
W  =  C.  A?4. 


C=  hi 

C  =  1/5 

C  =  1/6 

1.9 

1.1 

1.0 

3.15 

2.0 

1.6 

4.2 

2.6 

2.1 

5.3 

3.2 

2.7 

6.3 

4.0 

3.2 

10.7 

6.4 

5.4 

18.0 

11.0 

9.0 

24.0 

14.4 

12.0 

30.7 

18.4 

15.4 

35.0 

21.0 

17.5 

57 

36 

36 

83 

52 

42 

133 

80 

67 

170 

102 

85 

180 

108 

90 

333 

200 

167 

600 

350 

300 

750 

450 

376 

1,000 

580 

500 

1.100 

664 

650 

1,870 

1,126 

935 

3,200 

1,900 

1,600 

4,300 

2,560 

2,150 

6,300 

3,333 

2,650 

6,300 

3,780 

3,150 

11,000 

6,340 

5,500 

35,000 

21,000 

17,500 

Acres  n  i 

Drained  ,  S-""-" 

O  Q  C  =  lC=r% 

10  2.0  3.2  5.6  4.0 

20  4.0  5.9  9.46  6.0 

30  5.5  8.4  12.8  8.5 

40  7.0  10.9  15.9  10.6 

50  8.0  13.4  19.0  12.7 

100  14.0  25.9  32.0  21.4 

200  24.5  45.7  54.0  36.0 

300  34.0  64.4  72.0  48.0 

400  42.5  76.0  92.0  62.0 

500  51.0  87.0  165.0  70.0 

1,000  100  156  178  120 

2,000  160  312  260  166 

3,000  210  436  400  266 

4,000  252  622  610  340 

5,000  292  595  540  360 

10,000  482  853  1,000  866 

20,000  740  1,205  1,758  1,200 

30,000  965  1,470  2,240  1,500 

40,000  ...  1,685  2,900  2,000- 

50,000  ...  1,876  3,320  2,200 

100,000  ...  2,716  5,630  3,740 

200,000  ...  3,696  9,500  6,400 

300,000  ...  4,463  12,800  8,600 

400,000  ...  5,130  16,000  10,600 

500,000  ...  5,728  18,700  12,600 

1,000,000  ...  7,870  31,700  22,000 

5,000,000 105,000  70,000 

NOTE:  Dun's  tables  were  prepared  from  observations  of 
streams  in  southwest  Missouri,  eastern  Kansas,  western  Ar- 
kansas and  tiie  south  central  portions  of  Oklahoma.  In  all  of 
this  region  steep,  rocky  slopes  prevail  and  the  soil  absorbs  but 
a  small  percentage  of  the  rainfalls.  It  indicates  larger  water- 
ways than  are  required  in  western  Kansas,  the  level  portions 
of  Missouri,  Colorado,  New  Mexico  and  eastern  Texas.  These 
tables  are  based  on  data  gotten  from  difterent  western  rail- 
roads and  from  actual  surveys  and  on  a  6-inch  rainfall  in  24 
hours  taken  from  government  statistics,  with  the  understand- 
ing that  most  of  It  falls  In  6  or  8  hours  with  a  run-off  of  172 
cu.  ft.  per  sec.  and  a  velocity  of  4  miles  per  hour  or  6  feet  per 
second. 

It  has  been  the  writer's  practice  under  such  circumstances 
to  design  the  bridges  with  sufficient  length  to  span  the  natu- 
ral or  normal  stream  channel  and  to  provide  enough  water- 
way area  to  carry  the  maximum  flow  or  capacity  of  such 
channel,  to  place  the  bridge  at  an  elevation  well  above  high 
water,  and  to  use  no  piers  near  the  center  of  the  main 
channel  if  they  can  possibly  be  avoided.  It  must  be  re- 
membered, however,  that  the  bridge  and  its  approaches 
should  be  designed  in  such  a  manner  as  to  obstruct  the 
stream  a  minimum  amount;  for  any  congestion  or  damming 
up  of  the  water  may  endanger  the  bridge,  cut  out  the  ap- 
proach fills  and  damage  private  property.  In  every  case 
the  local  conditions  require  keen  engineering  insight  and 
judgment. 

An  inspection  of  the  old  bridges  on  the  stream  above  and 
below  the  new  site  may  furnish  some  valuable  data,  but  too 
much  reliance  should  not  be  placed  on  the  length  of  spans 
used  and  the  amount  of  waterway  provided  at  these  old 
bridges  in  determining  the  dimensions  of  the  new  structure, 
for  by  following  the  stream  a  few  miles  it  is  not  uncommon 
to  find  the  lengths  of  the  different  highway  bridges  and  their 
waterway  areas  varying  100  per  cent,  to  400  per  cent,  under 
practically  the  same  conditions.    These  variations  are  largely 


256 


GOOD    ROADS 


November  6,  1915 


dnc  to  the  amount  of  funds  that  were  available  when  the 
different  structures  were  built,  the  whims  of  the  different 
officials  who  had  charge  of  the  work  at  the  time,  the 
local  materials  available  at  the  bridge  site.  Other  local 
conditions  of  course  played  an  important  part.  For  in- 
stance, when  a  persistent  farmer  or  two  owns  the  land  on 
the  up-stream  side  of  the  proposed  bridge  there  is  always  a 
strong  tendency  to  increase  the  waterway  and  the  length 
of  the  structure. 

By  inspecting  the  stream  channel  for  a  mile  or  two  above 
and  below  the  proposed  bridge  site  and  taking  a  number 
of  cross  sections  the  natural  or  normal  channel  area  can  be 
determined.  From  this  and  the  other  known  conditions  the 
length  of  span  required  can  also  be  determined. 

The  height  of  a  bridge  over  a  stream  of  this  kind  is  even 
irore  important  than  its  length  or  waterway  area,  and  the 
high  water  marks  are  generally  difficult  to  locate  accurate- 
ly. The  old  residents  can  furnish  valuable  information  con- 
cerning the  heiaht  ol  different  floods,  but  the  elevations  given 
should  not  be  accepted  as  accurate  until  checked  by  some 
other  means.  Marks  or  indications  can  generally  be  found 
about  the  old  bridges  and  elevation  given  on  these  old 
structures  by  the  local  people  are  much  more  accurate  than 
the  elevations  designated  by  them  on  trees,  posts  or  other 
objects. 

Drainage  tables  should  be  used  as  a  check  when  there  is 
any  doubt  about  the  information  available. 

Where  the  stream  will  probably  be  leveed  in  the  near 
future  it  may  be  advisable  to  design  the  bridge  abutments 
to  that  they  can  be  altered  at  small  cost  and  used  as  piers. 

In  the  arid  country  the  highway  bridge  problem  is  a  seri- 
ous matter,  even  though  many  of  the  stream  beds  are  dry 
most  of  the  time.  The  streams  generally  have  a  heavy  fall, 
the  rainfall  is  violent  and  the  percentage  of  run-off  very 
large.  The  floods  come  like  torrents  and  in  a  few  hours  are 
gone.  The  Russian  thistles  accumulate  in  the  ravines  in 
great  quantities  and  during  floods  the  streams  carry  tons  of 
this  debris.  It  is  impracticable  in  many  cases  to  bridge 
these  streams  with  a  high  structure  on  account  of  the  lack 
of  funds,  the  difficulty  in  maintaining  the  approach  fills  and 
the  danger  of  the  structure  being  swept  away  by  accumula- 
tions of  drift — Russian  thistles. 

These  stream  beds  are  sandy  and  cannot  be  forded  with- 
out great  difficulty.  There  are  no  ice  floes  so  that  low 
water  wood  pile  bridges  have  been  used  successfully  for 
these  crossings.  Concrete  and  reinforced  concrete  pavings 
have  also  been  used,  but  it  is  the  writer's  observation  that 
they  are  not  satisfactory  because  the  pavings  undermine  and 
break  up,  even  when  deep  curtain  walls  are  used  on  both 
the  up  and  down  stream  sides  of  the  paving. 

The  writer  designed  and  supervised  the  construction  of  a 
low  water  reinforced  concrete  slab  bridge  at  Ashland,  Kan- 
sas, in  1910.  The  length  of  the  structure  is  60  ft.  over  all, 
and  it  is  composed  of  two  plain  concrete  abutments,  two 
piers  and  three  reinforced  concrete  slabs.  The  clear  width 
of  the  roadway  is  18  ft.  The  footings  of  the  abutments  and 
piers  were  carried  about  5  ft.  below  the  bed  of  stream  and 
into  the  soapstone  from  6  to  12  ins.  to  prevent  undermin- 
ing.   The  wing  walls  were  carried  well  back  into  the  bank. 

The  bottom  of  the  slabs  is  about  16  ins.  above  the  bed 
of  the  stream  and  the  total  height  of  the  bridge  above  the 
bed  of  stream  is  less  than  3  ft.  The  opening  under- 
neath is  just  high  enough  to  carry  the  ordinary  flow  and  to 
permit  the  removal  of  any  accumulation  of  debris,  and  the 
top  of  the  bridge  is  below  the  elevation  at  which  the  stream 
carries  drift  In  other  words,  the  water  flows  over  the 
top  of  the  structure  before  the  drift  begins  to  run.  Other- 
wise the  bridge  would  act  as  a  dam  and  there  would  be  large 
quantities  of  drift  to  remove  after  each  flood  and  the  ap- 
proach fills  would  be  cut  out.    This  bridge  has  been  under 


10  to  12  ft.  of  water  five  or  six  times  during  the  past  five 
years  and  it  has  not  been  injured  in  the  slightest. 

The  floods  are  of  short  duration  so  that  the  bridge  is 
never  under  water  to  exceed  from  six  to  ten  hours  at  any 
one  time,  and  this  does  not  occur  more  than  once  or  twice 
in  a  year.  The  actual  cost  of  this  bridge  was  $1,220.  A 
high  steel  bridge  would  have  cost  not  less  than  $2,500.  At 
the  present  time  there  are  ten  or  fifteen  of  these  low  water 
reinforced  concrete  slab  bridges  in  the  state  and  the  writer 
has  just  completed  plans  for  another  one  574  ft.  long,  to  be 
located  across  the  Cimarron  River  in  Morton  County, 
Kansas. 

Where  the  steel  highway  bridges  have  been  placed  well 
above  high  water  so  that  the  drift  could  not  pile  up  against 
the  spans,  and  the  superstructures  were  securely  anchored  to 
the  foundations  practically  all  of  the  flood  damages  have 
been  due  to  the  use  of  improperly  designed  and  poorly  con- 
structed tubular  piers  or  steel  leg  and  mud  sill  foundations. 

The  ice  floods  have  been  particularly  disastrous  to  this 
type  of  foundation. 

A  few  stone  and  concrete  foundations  have  failed  where 
the  footings  were  shallow  and  no  piling  was  used.  If  the 
abutments  and  piers  are  carried  down  to  bedrock  or  well 
into  the  stream  bed,  and  are  supported  on  piles  and  de- 
signed and  constructed  in  accordance  with  good  engineering 
practice,  the  losses  due  to  foundation  failures  will  be  very 
slight. 

After  the  1903  flood  in  the  Kaw  River  Valley,  Dr.  J.  A.  H. 
Waddell,  consulting  engineer,  Kansas  City,  Missouri,  pub- 
lished a  detailed  report  of  the  condition  of  the  17  bridges  at 
Kansas  City  referred  to  above,  in  which  he  states:  "The  only 
set  of  solid  concrete  piers  in  the  river  were  those  of  the 
Kansas  City  Southern  Railway  Company's  bridge  at  Ohio 
Avenue.  These  piers  were  located  near  the  mouth  of  the 
river,  where  they  were  struck  by  all  the  debris,  but  they  were 
practically  uninjured."  He  further  states  that,  "concrete 
piers  of  proper  dimensions  will  withstand  without  injury 
any  such  floods." 

Many  examples  of  reinforced  concrete  bridges  having  spans 
of  50  ft.  or  less  could  be  cited  which  have  been  entirely  sub- 
merged in  violent  floods  without  injury  except  the  washing 
out  of  the  earth  approaches.  These  approach  fills  can  be 
protected  by  concrete  or  stone  masonry  retaining  walls  or 
by  riprapping  the  side  slopes. 

The  stream  banks  immediately  above  the  highway  bridges 
are  seldom  protected  and  much  damage  is  done  in  the  al- 
luvial valleys  by  the  water  cutting  around  the  bridges  or 
forming  new  channels.  This  can  be  prevented  effectively 
by  the  use  of  jetties  to  direct  the  current  under  the  bridge 
and  by  revetment  to  prevent  erosion. 

To  reduce  the  highway  bridge  expenditures  a  better  system 
of  financing  should  be  provided  to  meet  the  higher  first  cost 
of  permanent  structures.  This  extra  expense,  however,  will 
not  average  to  exceed  30  per  cent,  more  than  the  prices  now 
paid  for  temporary  structures.  The  plans  and  specifications 
should  be  prepared  by  expert  engineers  employed  by  and 
representing  the  public,  not  some  special  interests,  and  they 
should  be  approved  by  the  state  highway  department  and  the 
work  carried  on  under  the  direct  supervision  of  a  competent 
engineer.  The  necessary  funds  can  in  most  cases  be  pro- 
vided readily  for  permanent  bridges  if  the  expense  is  dis- 
tributed over  a  period  of  years  not  exceeding  thirty.  It  has 
been  demonstrated  that  the  issuing  of  serial  short  time 
bonds,  or  capitalizing  the  resources  of  a  community,  for 
public  improvements  is  good  business,  and  if  the  same  pol- 
icy were  followed  in  the  construction  of  permanent  highway 
bridges  and  culverts  the  enormous  expenditures  for  the 
maintenance  of  these  drainage  structures  could  be  practically 
eliminated  in  from  ten  to  twenty  years.  Since  the  bridges 
and  culverts  must  be  maintained  if  the  roads  are  to  be  used 


November  6,  1915 


GOOD    ROADS 


257 


at  all,  and  since  they  can  be  made  permanent,  why  not  build 
them  right  and  do  it  now,  and  have  the  use  of  safe,  economi- 
cal structures? 


Uniformity  for  Highway  Statistics  and  Data 

By  H.  ELTINGE  BREED 
First   Deputy,  New   York   State   Commission   of  Higliways 

The  necessity  for  uniformity  in  highway  statistics  and 
data  cannot  be  too  strongly  emphasized.  In  spite  of  the 
fact  that  much  has  been  written  on  the  subject,  it  has  never- 
theless been  considered  of  relatively  minor  importance  not 
only  by  the  general  public,  but  even  by  the  engineering  pro- 
fession. This  may  be  accounted  for  by  the  tremendously 
rapid  development  of  highways  during  the  past  twenty 
years,  which  has  kept  engineers  too  absorbed  in  the  process 
and  problems  of  daily  construction  work  to  allow  them  much 
time  for  formulation  and  correlation  of  a  great  mass  of  sta- 
tistical material.  The  hour  has  struck,  however,  when  con- 
tinued neglect  of  this  important  branch  of  our  subject  will 
mean  waste  of  experience,  energy  and  resources.  It  is  hoped 
that  this  Pan-American  Road  Congress  may  work  out  some 
plan  according  to  which  important  facts  shall  be  recorded 
to  form  such  statistics  and  data,  as  shall  be  of  permanent 
value  to  the  engineering  profession  and  to  all  those  inter- 
ested in  the  constructing  and  maintaining  of  highways  and 
the  enactment  of  laws  relating  to  them. 

The  necessity  for  uniformity  is  obvious.  Under  the  pres- 
ent system,  many  different  highway  departments  are  doing 
similar  work  without  any  basis  for  comparison.  The  records 
of  one  are  unintelligible  to  others.  Mistakes  made  in  one 
department  are  duplicated  by  many  another.  Experiments 
are  repeated,  often  with  unsatisfactory  or  disastrous  results, 
in  a  dozen  different  places.  Every  department,  every  en- 
gineer, has  to  learn  largely  through  his  own  experience,  and 
when  this  process  involves  the  huge  sums  now  being  ex- 
pended upon  highways,  it  is  entirely  too  costly.  Were  com- 
parative statistics  available,  every  department  would  be  an 
experiment  station;  every  experiment  station  an  illumina- 
tion to  the  whole  field.  The  conscientious  engineer,  consult- 
ing such  statistics  upon  the  inception  of  any  new  work  could 
determine,  far  more  accurately  than  he  can  today,  factors 
making  for  success  or  failure  in  it. 

Granted  the  necessity  of  having  a  uniform  system  for 
keeping  statistics  and  data,  we  must  consider  its  scope.  The 
speaker  believes  that  it  should  be  broad  and  comprehensive 
enough  to  be  of  relative  worth,  without  tying  itself  up  into 
an  agglomeration  of  red-taped  detail.  Simplicity  should  be 
its  keynote  and  motif.  It  should  he  devised  in  such  a  way 
as  to  be  intelligible  to  anyone  without  the  department  who 
came  thither  for  information,  and  it  should  give  to  all  em- 
ployees within  the  department  adequate  knowledge  of  the 
work;  its  preliminaries,  its  progress,  and  its  results.  In  such 
a  system,  only  approximate  cost  data  could  be  sought,  for 
varying  local  conditions  would  so  change  many  items  as  to 
make  them  inconclusive. 

As  it  illustrates  an  attempt  to  secure  such  a  system,  the 
speaker  will  describe  the  method  of  keeping  statistics  and 
data  with  which  he  is  most  familiar — that  employed  by  the 
Commission  of  Highways  of  the  State  of  New  York.  On 
July  15  this  department  had  $14,000,000  worth  of  construc- 
tion work  going  on,  plus  $1,325,000  worth  of  maintenance 
work.  Its  statistical  problem,  therefore,  is  large.  No  attempt 
has  been  made  to  cover  the  whole  field,  but  for  the  purposes 
of  this  paper  this  problem  has  been  considered  in  part  under 
three  heads:  First,  the  treatment  of  maps;  second,  the  tests 
and  tabulation  of  stone  and  sand;  and,  third,  the  actual  high- 
way construction  and  maintenance  data. 

The  Treatment  of  Maps 
The  department  has  three  different  styles  of  maps:  A  large 
map  of  the  state  shown  on  a  scale  of  5  miles  to  the  inch;  57 


county  maps  on  a  scale  of  2  miles  to  the  inch;  and  aditional 
county  maps  made  from  the  United  States  Government  Geo- 
logical Survey  sheets  on  a  scale  of  approximately  1  mile 
to  the  inch.  On  the  large  state  map  projected  state  high- 
ways are  shown  by  two  green  lines;  projected  county  high- 
ways are  shown  by  a  single  red  line;  state  highways  under 
construction  are  shown  by  a  black  dash  line  between  two 
green  lines;  county  highways  under  construction,  by  a  black 
dash  line  over  a  red  line;  completed  state  highways  by  a 
solid  black  line  and  green  border,  and  completed  county 
highways  by  a  plain  black  line.  Finished,  this  shows  the 
projected  state  highway  system  as  prescribed  by  legislative 
enactment,  and  county  highways  as  petitioned  for  and  laid 
out  by  legislative  enactment  and  county  boards  of  super- 
visors. In  addition  to  the  information  given  on  the  large 
state  map,  the  county  maps  show,  too,  the  number  of  con- 
tract, its  length  in  miles,  the  year  finished,  and  the  type  of 
construction.  The  topographical  map  of  each  county  on  the 
mile-to-the-inch  scale  gives  the  same  information  as  the 
county  map.  Each  topographical  sheet  is  cut  in  six  sections 
mounted  on  linen  H  in.  apart  so  that  they  may  be  folded 
for  pocket  use.  When  on  inspection  tours  these  maps  give 
the  essential  information  at  a  glance.- 

Tabulation  of  Stone  and  Sand 

The  large  amount  of  stone  and  sand  that  passes  through 
our  testing  laboratory  makes  uniformity  in  the  keeping  of 
accurate  data  essential,  in  order  to  avoid  duplication  of 
work  and  to  preserve  information  that  will  increase  economic 
construction  and  assist  anyone  engaged  in  the  building  of 
public  highways.  In  order  to  handle  the  work  expeditious- 
ly and  to  make  it  valuable  to  all  the  employees  of  the  de- 
partment, it  has  been  necessary  to  make  a  number  of  com- 
prehensive forms  for  the  correlation  of  the  results  of  the 
different   tests. 

With  every  specimen  of  stone  submitted  for  test,  the  en- 
gineer sends  with  the  sample  definite  information  about  the 
location  and  available  supply,  giving  its  exact  location  on 
the  United  States  topographical  sheet,  about  the  character 
of  rock  or  material  in  question,  the  type  of  construction  for 
which  the  same  is  intended,  and  the  results  of  any  former 
use.  In  locating  our  samples,  we  have  found  that  the  gov- 
ernment method  of  locating  by  quadrangle  is  very  helpful. 
By  it,  each  quadrangle  is  divided  into  nine  sections  and 
these  sections  are  numbered  from  one  to  nine  inclusive,  start- 
ing at  the  upper  left-hand  corner  and  numbering  across  the 
sheet  from  west  to  east.  Each  section  is  then  divided  into 
equal  spaces,  lettered  from  A  to  V  inclusive,  from  west  to 
east,  and  numbered  from  one  to  thirty-five  inclusive,  from 
north  to  south,  the  numbers  and  letters  serving  as  co- 
ordinates for  the  point  in  this  section  from  which  the  sam- 
ples were  taken.  As  nearly  as  may  be  roughly  determined, 
the  maximum  limit  of  error  would  be  somewhere  in  the 
neighborhood  of  800  ft.,  which  is  practically  inappreciable 
for  the  work  involved.  Such  an  information  slip  accompan- 
ies every  stone  sample  to  the  laboratory  and  also  accom- 
panies the  report  of  test  when  the  report  is  made  on  the 
specimen.  The  location  of  the  source  from  which  this  sam- 
ple was  taken  is  then  plotted  on  our  office  map  which  shows 
the  highway  system,  as  described  above.  These  maps  are 
very  useful,  especially  in  looking  up  sources  of  material  when 
we  again  have  construction  work  in  the  same  vicinity.  For 
all  future  requirements  the  record  given  for  this  material 
gives  us  a  service  test  of  the  same. 

In  our  stone  tests  the  following  determinations  are  made: 
Gravity,  absorption,  coefficient  of  wear,  hardness,  and  tough- 
ness. In  order  to  have  a  figure  which  will  enable  one  quickly 
to  compare  the  relative  values  of  two  or  more  stones,  we 
have  a  figure  which  we  have  designated  as  a  weighted  value. 
This  is  obtained  as  follows:  To  each  of  the  items,  abrasion, 
hardness  and  toughness,  we  affix  a  weight,  giving  3  to  the 


.258 


GOOD    ROADS 


November  6,  1915 


Freach  coefficient  of  wear  (abrasion)  as  being  the  most  im- 
portant; assigning  2  to  the  hardness  test  as  being  second 
in  importance  and  reliability;  while  to  the  toughness  the 
weight  of  1  i»  given.  These  three  weighted  results  are  added 
together,  giving  the  weighted  value  of  the  stone  tested.  AH 
are  tabulated  on  cards  for  the  purpose  with  the  other  in- 
formation mentioned  above,  as  well  as  the  location,  owner, 
available  supply,  water,  where  used,  etc.  Furthermore,  these 
tests  are  collated  on  one  sheet  for  each  county,  listed  under 
headings  giving  the  character  of  the  stone  found  in  the 
county.  The  weighted  value  is  placed  on  our  map,  it  being 
of  great  aid  when  approving  or  disapproving  stone  for  use 
from  these  different  localities. 

This  information  of  course  is  not  without  its  limitations. 
In  many  instances  the  chief  in  the  office  is  unable  to  judge 
by  the  previous  information  that  he  has  on  hand  of  tests  al- 
ready made,  whether  sufficient  examination  has  been  made  on 
the  ground.  Often  it  has  been  found  that  a  more  compre- 
hensive field  survey  will  develop  a  supply  of  stone  and  sand 
which  was  not  found  upon  first  examination,  thus  cheapen- 
ing, in  many  cases,  the  cost  of  construction.  And,  too,  the 
division  by  county  is  rather  a  rough  determination,  though 
it  is  considered  fine  enough  for  the  work  in  hand,  as  we 
also  take  into  account  the  geologic  formation  when  taking 
action  on  the  various  tests. 

The  results  of  these  tests  are  reported  in  duplicate  to  the 
division  engineer  in  whose  territory  the  sample  was  taken. 
This  allows  him  to  preserve  in  his  files  a  copy  of  the  same 
and  also  to  transmit  a  copy  to  the  engineer  who  is  in  actual 
charge  of  construction.  By  this  means  a  two-fold  purpose 
is  attained,  as  the  data  is  placed  in  the  hands  of  the  division 
engineer  for  his  use  and  future  reference,  and  serves  as  well 
to  educate  the  engineer  in  charge  of  the  work  by  familiariz- 
ing him  with  the  various  materials  which  he  employs. 

The  test  for  sand  is  not  quite  so  elaborate  as  that  for 
stone,  but  as  there  is  great  variation  in  the  supply  obtained 
in  many  cases,  we  have  provided  kits  for  men  in  the  field 
which  enable  them  to  check  the  loam  determination  and 
also  to  make  some  of  the  mesh  analyses.  With  sands  the 
following  determinations  are  made:  Per  cent,  of  loam  and 
it*  occurrence,  that  is,  whether  it  occurs  in  free  state  or 
has  a  tendency  to  coat  the  grains;  the  effect  of  washing 
upon  the  sand;  percentage  of  voids  by  mesh  analysis,  using 
the  following  sieves:  %,  No.  6,  No.  20,  No.  50,  No.  100  and 
No.  200.  The  natural  and  washed  sands  are  also  made  up 
into  2-in.  cubes  for  compression  tests,  using  a  standard 
brand  of  cement.  At  the  same  time  we  make  a  compression 
specimen,  using  the  same  cement  and  a  20:30  Ottawa  sand. 
The  results  obtained  on  the  natural  and  washed  sands  at 
the  end  of  7  and  28  days  are  compared  with  results  ob- 
tained on  the  specimen  made,  using  the  Ottawa  sand  as 
a  standard,  our  requirements  being  that  the  natural  sand, 
if  it  is  to  be  used  in  any  of  our  concrete  pavements,  shall 
show  a  compression  at  least  equal  to  that  of  Ottawa  sand. 
It  must  also  be  free  from  organic  matter  and  reasonably 
free  from  loam,  our  specifications  stating  that  5  per  cent. 
of  loam  will  mean  rejection.  Sand  used  for  other  structures 
such  as  culverts,  foundations,  etc.,  must  show  a  compression 
strength  of  at  least  80  per  cent,  of  that  obtained  with  Ottawa 
sand. 

Thi»  elaborate  detail  test  of  sand  may  appear  to  be  useless 
work,  but  it  has  been  proven  by  results  obtained  that  in 
order  to  have  successful  concrete  pavements,  the  S£.nd  form- 
ing the  matrix  must  be  as  carefully  and  judiciously  selected 
aa  the  cement  that  forms  a  part  of  the  same.  Our  experience 
has  been  that  many  failures  in  this  type  of  construction  are 
entirely  due  to  poor  sand.  Concrete  to  withstand  abrasion 
and  tensile  and  compressive  stresses,  is  only  as  strong  as 
the  matrix  composing  it.  The  inconsistency  of  present  day 
practice  is  shown  by  testing  the  one  important  ingredient 
(cement)  with  a  fine  degree  of  precision,  and  trusting  the 


other  equally   important  ingredient    (sand)    to   visual   guess- 
work. 

Highway  Construction  and  Maintenance  Data 

As  this  is  one  of  the  most  important  items  for  the  con- 
sideration of  uniformity,  I  shall  endeavor  to  give  a  descrip- 
tion of  our  system  somewhat  in  detail,  chiefly  for  the  pur- 
pose of  emphasizing  the  necessity  for  uniformity  and  for 
the  keeping  of  this  kind  of  statistics.  Probably  every  munic- 
ipality and  state  engaging  in  the  improvement  of  highways 
and  pavements  has  some  form  or  other  which  covers  this 
class  of  data,  and  some  effort  should  be  made  to  reduce 
the  ultimate  results  to  standardized  units  flexible  enough  to 
cover  all  constructive  and  maintenance  matter  and  relative 
enough  to  permit  an  intelligible  exchange  of  this  data  be- 
tween different  departments.  These  statistics  are  outlined 
with  the  idea  of  placing  in  the  hands  of  the  designing  en- 
gineer a  rough  relative  cost  of  the  types  of  pavement,  giving 
the  kind  of  material  used,  the  density  of  traffic  carried,  its 
growth  invited  by  the  improvement,  and  the  life  of  the  pave- 
ment, so  that  he  can  in  the  consideration  of  a  new  problem, 
have  always  before  him  a  service  test  of  magnitude  equal 
to  that  of  the  undertaking  to  be  considered.  This  informa- 
tion should  also  be  of  equal  value  to  the  maintenance  engi- 
neer as  a  record  of  the  results  gained  from  the  expenditure 
of  money  from  year  to  year  on  different  types,  giving  him 
adequate  data  on  which  to  formulate  new  kinds  of  treatment 
along  lines  giving  the  greatest  satisfaction  and  to  discard 
methods    proven    by   use    to   be    unreliable. 

For  the  purpose  of  collating  this  data,  the  department 
has  adopted  three  cards,  one  of  which  is  designed  to  show  all 
construction  data,  both  general  and  specific,  giving  its  in- 
formation in  such  manner  as  will  be  available  and  intel- 
ligible to  the  general  public  as  well  as  to  the  engineer. 

General  £)ata. — Under  this  heading  are  grouped  such  gen- 
eral features  as  highway  number,  name  of  highway,  etc.  In 
general  we  have  two  classes  of  highways,  State  highways, 
built  wholly  by  the  State,  and  county  highways,  built  by  the 
State  and  county  together,  for  which  the  State  pays  from  65 
to  85  per  cent,  of  the  total  cost.  In  order  that  they  may 
be  distinguished  by  their  numbers,  numbers  from  1  to  5,000 
are  used  to  distinguish  county  highways,  and  from  5,000  to 
9,000  to  distinguish  State  highways.  Those  above  nine  thou- 
sand are  used  for  the  purpose  of  designating  roads  originally 
constructed  by  a  county  or  town  for  which  the  burden  of 
maintenance  has  since  been  assumed  by  the  State. 

Our  cards  are  indexed  under  their  highway  number  and 
our  files  are  arranged  numerically.  The  name  of  the  high- 
way is  generally  taken  from  the  city,  village  or  other  well 
known  point  at  each  terminus  of  the  road;  as  for  example, 
Albany-Schenectady  Highway.  If  too  long  for  one  contract, 
it  is  designated  as  parts  1,  2,  3,  etc.  This  name  system  further 
serves  to  locate  the  highway,  and,  therefore,  appears  on 
the  card.  The  length  in  miles,  the  name  of  the  county,  the 
route  and  section  number,  if  a  State  highway,  as  well  as  the 
petition  number,  if  a  county  highway,  and  the  length  and 
type  in  each  town  and  corporation  are  given  to  complete  the 
location.  The  contractor's  name  and  address  are  also  given, 
as  well  as  the  amount  of  the  engineer's  estimate,  the  estimated 
engineering  and  advertising  charges,  and  also  the  amount  of 
the  total  appropriation  with  the  respective  subdivisions  of 
this  amount  into  state,  county  and  corporation  charges. 
The  actual  cost  placed  opposite  to  the  foregoing  shows  at 
once  how  carefully  the  engineers  were  estimating.  Space  has 
also  been  provided  to  show  the  amount  spent  in  agreements, 
which  is  the  term  used  for  any  extra  work  or  change  in 
type.  Finally  the  date  of  the  contract  and  the  date  of 
acceptance  complete  the  general  record.  This  card  probably 
is  of  value  only  to  the  department,  and  is  used  most  often 
by  the  deputy  commissioners,  the  secretary,  and  the  financial 
bureau. 
Specific  Data. — The  main  subdivisions  under  specific  data 


November  6,  1915 


GOOD    ROADS 


259 


are  widths,  materials  and  costs.  Space  is  provided  for  three 
types  of  pavement,  as  we  often  have  that  number  on  one 
road.  The  length  and  width  of  pavement  and  roadway  are 
shown  for  each  type.  Under  materials  of  construction  are 
given  the  kind  and  thickness  of  the  foundation,  of  the  bot- 
tom and  top  courses  and  of  binder  and  surfacing  used. 
Under  foundation  will  appear  such  forms  of  construction  as 
telford,  sub-base,  etc.  Binder  will  show  water  for  water 
bound;  asphalt  and  tar  for  bituminous;  grout  for  brick  roads, 
etc.  Surfacing  includes  wearing  course  and  oil,  tar  or 
glutrin  treatment,  etc.  Costs  are  figured  on  the  per  yard 
and  per  mile  basis,  using  16  ft.  of  pavement  and  26  ft.  of 
roadway  as  the  standard  in  width.  The  reason  for  the 
adoption  of  these  widths  is  that  they  are  the  most  general 
type  in  use  in  New  York. 

As  the  width  of  pavement  many  times  varies  from  12  to 
SO  ft.  where  the  width  of  roadway  varies  from  24  to  SO  ft., 
on  account  of  improvements  mainly  in  villages  and  cities, 
the  necessity  for  the  above  standard  for  comparison  is 
obvious.  Both  preliminary  and  final  estimates  are  shown. 
The  square  yards  of  mileage  in  a  26-ft.  roadway  are  given 
as  a  basis  for  computing  cost  of  excavation.  A  total  excava- 
tion in  cubic  yards  and  the  number  of  cubic  yards  per  mile 
of  26-ft.  roadway  are  given  to  show  whether  the  excavation 
was  light  or  heavy.  The  number  of  cubic  yards  for  mis- 
cellaneous foundation  and  its  cost  per  mile  are  given  to 
show  the  amounts  of  extra  foundation  course  that  are  re- 
quired owing  to  bad  soil  conditions.  These  specific  data 
are  of  great  value  in  properly  forecasting  future  work  and 
if  a  system  for  uniformity  can  be  devised,  much  may  be 
learned  through  them  of  benefit  to  others  engaged  in  high" 
way  work. 

Data  Sheets. — In  order  that  the  commissioner,  deputy 
commissioners,  division  engineers  and  other  employees  may 
have  reliable  data,  so  as  readily  to  compare  different  high- 
ways under  the  same  and  varying  conditions,  both  in  regard 
to  construction  and  maintenance,  the  material  on  the  cards 
as  outlined  above  has  been  collated  and  placed  upon  white 
print  cloth  sheets  according  to  the  type  of  construction.  A 
legend  is  placed  at  the  top  of  the  sheet  by  which  the  dif- 
ferent classes  and  kinds  of  material  as  well  as  the  name 
of  the  manufacturers  can  be  distinguished.  The  data  on  these 
sheets  is  featured  mainly  in  material  unit  cost  per  mile  and 
maintenance  per  year.  Each  highway  occupies  one  line  and 
is  indexed  under  its  number  and  there  is  room  for  twenty- 
six  highways  on  each  sheet.  Inasmuch  as  some  highways 
are  constructed  of  several  different  types,  a  column  is  pro- 
vided for  the  total  mileage;  another  is  provided  for  the  mile- 
age of  the  type  under  consideration.  Complete  information 
such  as  kind  and  thickness  of  material  entering  into  the 
different  courses  as  well  as  the  binder  used,  are  shown  by 
abbreviations  appearing  in  the  legend.  A  column  is  pro- 
vided in  which  is  recorded  the  unit  cost  per  mile  for  the 
pavement  only;  another  for  all  other  items  of  construction 
cost;  and  a  third  for  the  total  amount  spent  for  engineer- 
ing and  advertising.  These  three  items  are  summed  up  in 
a  column  which  gives  total  cost  per  mile  and  the  equivalent 
cost  per  mile  of  a  16-ft.  pavement  is  computed  and  tabulated 
in  order  to  give  instant  comparison  between  highways  of 
the  same  or  different  types  based  on  this  standard  of  width. 
The  cost  per  square  yard  of  the  entire  pavement  and  of  the 
top  course  are  given,  experience  having  shown  that  these 
items  are  the  ones  most  often  required.  The  cost  of  the 
bottom  course  can  be  readily  obtained  by  a  little  calcula- 
tion. The  maintenance  per  year  will  be  shown  for  the 
first  and  second  years  and  also  the  total  to  date.  The  cost 
per  mile  per  year  and  per  square  yard  per  year  are  given, 
the  idea  being  to  furnish  unit  costs  that  will  allow  a  rapid 
comparison. 

For  better  study  of  the  traffic  density  we  are  having  a 
traffic  census  taken  each  year  and  if  necessary  twice  during 


the  year,  both  before  and  after  improvement.  A  column  is 
provided- to  show  this.  This  gives  a  record  of  the  growth  of 
traffic  due  to  the  improvement,  and  further  furnishes  us 
with  information  by  which  to  adopt  other  types  proper  to 
the  locality.  A  column  is  provided  for  the  date  when  the 
highway   is   completed,    for   quick   determination    of   its   age. 

From  the  above  described  sheets  we  may  make  rapid 
comparison  between  roads  of  the  same  type.  From  a 
comparison  of  the  average  cost  of  construction  and  main- 
tenance of  these  various  types,  facts  will  be  discovered  that 
should  tend  to  more  economic  consideration  and  design 
than  has  been -had  heretofore. 

The  speaker  has  attached  the  cards  referred  to  for  labora- 
tory tests  and  statistics,  and  those  used  for  the  tabulation  of 
highway  construction  and  data,  as  well  as  the  sheet  show- 
ing the  general  characteristics  contained  in  the  cards,  in  the 
hope  that  there  may  be  discussion  and  suggestions  for  im- 
provement. 

As  a  recommendation  to  the  Pan-American  Road  Con- 
gress, the  speaker  would  like  to  suggest  the  appointment 
of  a  committee  for  the  futrher  consideration  of  uniformity 
for  highway  statistics  and  data,  in  order  that  each  depart- 
ment may,  in  so  far  as  it  is  possible,  aid  all  those  interested 
in  highways  by  showing  not  only  its  successes  but  its  mis- 
takes as  well.  The  idea  of  this  paper  has  been  to  convey 
what  the  department  of  'the  Commission  of  Highways  of 
New  York  State  is  trying  to  do  along  these  lines,  and  to 
give  the  present  solution  of  its  problems  only  as  one  at- 
tempt  toward   a   solution   of  the  entire  problem. 


Short  Course  in  Highway  Engineering  at  the 
University  of  Michigan 

The  University  of  Michigan  has  announced  that  its  second 
annual  short  course  in  highway  engineering  will  be  given  by 
the  College  of  Engineering  in  cooperation  with  the  State 
Highway  Department  at  Ann  Arbor,  February  21-25,  in- 
clusive, 1916. 

The  staff  of  instruction  will  consist  of  members  of  the 
faculty  of  the  College  of  Engineering  and  members  of  the 
State  Highway  Department,  and  in  addition,  there  will  be 
special  lectures  by  the  following: 

Arthur  H.  Blanchard,  Professor  of  Civil  Engineering, 
Columbia  University;  Charles  S.  Reeve,  Chemist,  Office  of 
Public  Roads  and  Rural  Engineering,  U.  S.  Department  of 
Agriculture;  W.  S.  Gearhart,  State  Engineer  of  Kansas; 
William  Kelly,  Chairman,  Dickinson  County  (Michigan) 
Road  Commission;  Ira  O.  Baker,  Professor  of  Civil  Engi- 
neering, University  of  Illinois;  A.  W.  Dean,  Chief  Engineer, 
Massachusetts  Highway  Commission. 

The  course  will  be  conducted  along  the  same  general 
lines  as  those   followed  in   1915. 


The  Construction  of  Object  LiCssun  Roads  by  the  Federal 
Government,  through  the  Office  of  Public  Roads  and  Rural  En- 
g-ineering  of  the  Department  of  Agriculture,  Is  reviewed  at 
length  in  Bulletin  No.  284  of  the  department,  which  was  noted 
in  "Good  Roads"  for  October  2.  In  carrying  out  this  work,  en- 
gineers from  the  Office  of  Public  Roads,  when  requested  by  the 
local  road  authorities,  have  supervised  the  building  of  short 
stretches  of  roads  of  various  types,  the  counties,  except  in  the 
case  of  special  post  roads,  paying  the  entire  cost  for  materials 
and  labor.  During  the  18  months  covered  by  the  report,  40  of 
these  object  lesson  roads  have  been  built.  The  construction  has 
been  undertaken  in  the  following  places:  Apache  County, 
Ariz.:  Dade,  Lee  and  Palm  Beach  Counties,  Fla. ;  Todd  County, 
Ky. ;  Dukes  County,  Mass,;  Coahoma.  Chickasaw  and  Sunflower 
Counties,  Miss.;  Newton  County,  Mo.:  Burke,  Davidson,  Duplin, 
Edgecombe,  Gates,  Jones,  Northampton  and  Randolph  Counties, 
N.  C. :  Beckham  and  Okmulgee  Counties,  Okla. :  Anderson 
County,  S.  C;  Gibson  County,  Tenn.;  Bee,  Caldwell,  Comal, 
Erath,  Freestone,  Kinney  and  Uvalde  Counties,  Tex.;  Appomat- 
tox, Augusta,  Fauquier  and  Prince  Edward  Counties,  Va.  The 
types  of  roads  built  have  included  earth,  gravel,  water  bound 
macadam,  sand-clay,  bituminous  macadam  and  cement  concrete. 


260 


GOOD    ROADS 

The  Comparative  Value  of  Penetration  Roads 

By  DANIEL  T.  PIERCE* 


November  6,  1915 


There  is  a  controversy  between  the  advocates  of  pene- 
tration and  mixed  method  road  surfaces  which  seems  likely 
to  be  resolved  in  favor  of  the  mixed  method  without  full 
consideration  of  all  the  facts  bearing  on  this  question. 

Where  prejudice  exists  against  the  penetration  method 
it  is  usually  found  to  be  due  to  a  failure  or  to  a  conviction 
that  the  mixed  method  construction  is  inherently  so  much 
better  than  any  penetration  work  that  the  difference  in  cost 
is  amply  justified. 

.\s  to  failures,  if  we  are  to  condemn  a  form  of  construc- 
tion because  of  bad  examples  of  it,  we  should  have  to  aban- 
don all  forms  of  construction  now  used — brick,  concrete  or 
asphalt — for  all  have  at  one  time  or  another  resulted  in 
failure.  Faulty  construction  or  the  use  of  poor  materials 
will  result  in  defective  work  under  any  method  of  road 
building.     This  is  too  obvious  to  require  argument. 


affords  a  better  means  of  control  over  the  operation  than 
does  the  pouring  or  mechanical  distribution  of  binder  over 
stone  placed  on  the  roadbed.  It  is  also  probable  that  better 
compaction  is  obtained  on  mixed  roads  than  on  penetration 
roads.  But  this  is  not  the  whole  story.  If  it  can  be  shown 
that  a  road  as  good  as  anj'  mixed  road  can,  with  reasonable 
care,  be  built  by  the  penetration  method,  we  need  not  be 
over-impressed  by  the  theoretical  superiority  of  the  mixed 
method,  nor  should  we  be  justified  in  the  face  of  such  a 
showing  in  paying  the  difference  between  the  cost  of  the 
two  types  of  construction.  Aside  from  a  difference  in  first 
cost  of  $3,000  or  $4,000  per  mile  in  favor  of  penetration 
roads,  there  is  an  interest  charge  of  $150  or  $200  per  year 
to  be  considered,  and  these  outlays  may  not  be  offset  by 
lower  maintenance  on  the  more  expensive  type  of  road. 
Consideration    of   "inherent"    qualities    must    take    account 


THE  WESTON  ROAD— A  MASSACHUSETTS  STATE  HIGHWAY— RESURFACED   BY   THE    PENETRATION   METHOD   IN    1912, 
PHOTOGRAPHED    IN    JULY,    1915— ROAD     CARRIES    HEAVY    TRAFFIC. 


In  the  case  of  penetration  construction  there  is,  or  was, 
a  disposition  to  intrust  it  to  inexperienced  contractors,  work- 
ing in  many  instances  under  equally  ignorant  supervision. 
JiMt  as  men  who  had  never  laid  anything  but  a  cement  side- 
walk or  floor  essayed  to  build  concrete  roads,  so  a  good 
many  men  whose  experience  and  equipment  consisted  of 
little  more  than  a  few  pouring  pots,  a  small  kettle,  a  second- 
hand roller  and  a  great  deal  of  misguided  ambition,  were 
intrnsted  with  the  building  of  asphalt  macadam.  The  results 
were  equally  disastrous  under  these  circumstances,  but  they 
hardly  demonstrate  the  merits  of  the  two  forms  of  construc- 
tion when  competently  carried  out. 

As  to  the  inherent  or  fundamental  advantages  of  the  two 
methods  of  asphaltic  construction,  it  may  be  granted  at 
once  that  the  combination  of  hot  binder  and  stone  in  a  mixer 


•BxcctitlTe  AMtsUnt.  Barber  Aaphalt  Pavingr  Co..  Phlladel- 
pbUa  Pa. 


of  drawbacks  as  well  as  advantages,  and  in  this  connection 
it  is  pertinent  to  point  out  that  all  the  advantages  are  not 
on  the  side  of  the  mixed  method.  For  one  thing,  the  mixers 
usually  available  do  not  handle  stone  as  large  as  can  be 
used  advantageously  in  penetration  work,  and  the  plant  re- 
quired is  not  available  at  all  times  and  places,  while  the 
equipment  for  penetration  work — consisting  of  kettles,  dis- 
tributing wagon  or  pouring  pots,  and  a  roller — can  always 
be  obtained. 

These  general  considerations  may  or  may  not  appeal  to 
some  minds  as  being  controlling.  But  no  one  can  ignore 
the  fact  that  we  have  penetration  roads  of  such  age  as  to 
prove  their  work  beyond  question.  Nor  can  we  ignore  the 
opinion  of  the  Massachusetts  Highway  Commission  whicli 
has  had  by  far  the  longest  and  broadest  experience  in  road 
building.  As  the  writer  understands  it,  there  is  no  disposi- 
tion among  the  Massachusetts  authorities  to   deprecate  the 


November  6,  1915 


GOOD    ROADS 


261 


WATERFORD  ROAD— NEW  YORK  STATE  HIGHWAY— HAND- 
POURED  PENETRATION  WORK  DONE  IN  1909. 

worth  of  mixed  method  roads.  There  is,  on  the  other  hand, 
a  very  positive  opinion  that  roads  of  equal  worth  can  be 
built  by  the  penetration  method.  In  the  "Engineering  Rec- 
ord" of  May  IS,  1915,  Mr.  F.  C.  Pillsbury,  one  of  the  most 
experienced  division  engineers  of  the  commission,  is  quoted 
as  follows: 

Under  certain  conditions  the  penetration  method,  using  a 
natural  asphalt  binder,  will  produce  roads  fully  as  satisfactory 
as  are  obtainable  with  the  mixing  method,  if  proper  attention 
is  given  to  construction  details. 

It  might  be  expected  that  these  "construction  details" 
were  complicated  or  at  least  of  such  a  nature  as  to  make 
it  unlikely  that  they  would  receive  "proper  attention"  by 
the  average  contractor  under  average  conditions.  But  this 
is  not  the  case.  .Assuming  adequate  provision  for  good 
drainage — which  is  just  as  important  for  one  type  of  road 
as  for  another — the  Massachusetts  practice  calls  for  a  bot- 
tom course  of  %  to  3-in.  stone  compacted  under  the  roller 
to  a  depth  of  4  or  5  ins.  The  only  requirement  is  that  it 
shall  be  rolled  until  thoroughly   compacted — not   bonded. 

The  main  difference  between  the  Massachusetts  method 
and  that  generally  followed  appears  in  the  size  of  stone  and 
amount  of  asphalt  used  in  the  top  course.  Trap  rock,  114 
to  2%  ins.  in  size,  is  recommended,  and  a  3-in.  course  of 
this  size  stone  is  pronounced  advisable  for  heavy  traffic. 
This  stone  is  spread  from  dumping  boards  (not  dumped  on 
the  road)  and  thoroughly  rolled  when  the  binder  is  applied, 
under    pressure.      When    no    movement    under    the    roller    is 


observable,  the  road  is  ready  for  the  binder,  and,  while 
hand  pouring  has  been  successful,  the  best  work  has  been 
done  by  distributors  applying  material  at  300°  to  350°  F. 
under  a  pressure  of  60  lbs.  If  the  pouring  is  to  be  done  by 
hand,  the  rolling  should  be  light  rather  than  thorough,  in 
order  to  permit  the  binder  to  penetrate  by  gravity.  After 
application  of  the  binder,  a  thin  layer  of  pea  stone  is  rolled 
into  the  surface;  the  surplus  stone  is  swept  oflf,  and  a  seal 
coat  of  ^  gal.  per  sq.  yd.  is  applied;  pea  stone  is  again 
spread,  and  the  road  receives  the  final  rolling.  For  the  roll- 
ing following  the  application  of  the  binder  the  best  results 
are  obtained  from  the  use  of  a  very  heavy  machine — a  IS 
or  18-ton  roller  on  trap  rock,  or  a  10-ton  roller  on  limestone. 
The  Massachusetts  rule  of  1  gal.  of  binder  per  in.  of  top 
course  is  somewhat  more  than  is  usually  considered  neces- 
sary. Larger  stone  would  naturally  require  more  binder; 
aside  from  this,  a  liberal  application  affords  a  sort  of  reser- 
voir or  reserve  of  cementing  material  and  avoids  the  defects 
I  hat  arise  from  deficiency  of  binder  here  and  there  on  road 
surfaces.  As  between  the  disadvantages  of  too  much  binder 
and  the  risks  of  too  little,  the  former  are  evidently  to  be 
preferred.  Use  of  the  quantities  of  binder  here  specified 
will    not   be   possible    if   a   bitumen   is   used    which    "bleeds" 


LAGRO  ROAD  NEAR  WABASH,  IND.— BUILT  BY  THE  PENE- 
TRATION METHOD  WITH  BERMUDBZ  ROAD  ASPHALT 
IN    1913 — PHOTOGRAPH   TAKEN   IN   1915. 


ORTEGA  RO.\D,  DUVAL  COUNTY,  FLA.,  NEAR  JACKSONVILLE 
— VERY    HEAVILY    TRAVELED    HIGHWAY— SHELL    ROAD 
RESURFACED   BY   THE   PENETRATION   METHOD — COM- 
PLETED   IN    JUNE,    1912,    PHOTOGRAPH    TAKEN    IN 
DECEMBER,  1914. 

freely.  The  choice  lies  to  some  extent  between  a  binder  of 
sufHcient  stability  to  stay  in  the  road  instead  of  being  drawn 
to  the  surface  by  the  sun's  heat,  and  one  of  such  a  char- 
acter that  it  must  be  used  sparingly  and  perhaps  in  insuf- 
ficient amount  in  order  to  avoid  bleeding. 

The  main  reason  for  the  use  of  1%  to  2^-in.  stone  is  the 
greater  stability  of  the  large-stone  surface.  A  sand  aggre- 
gate has  no  stability  and  depends  for  its  wear-resisting 
qualities  upon  the  density  obtained  under  the  rolling  of  a 
carefully  graded  airgregate  combined  with  an  accurately  de- 
termined proportion  of  asphalt  cement.  We  know,  on  the 
other  hand,  that  a  water  bound  macadam  road  has  a  high 
degree  of  stability  as  long  as  its  bond  is  retained,  asphalt 
being  necessary  only  because  under  present  day  traffic  the 
natural  bond  is  quickly  lost.  The  error  of  most  penetration 
road  builders  has  been  in  assuming  that  the  stone  grading 
j:uitable  for  water  bound  macadam  was  equally  desirable  for 
asphalt  macadam.  Depending  entirely  upon  a  water  and  dust 
bond,  small  stone  is  necessary  for  plain  macadam,  but  with 
an  asphalt  binder  larger  stone  can  be  used  and  increased 
stability  obtained.  On  this  subject  upon  referring  again 
to  Mr.   Pillsbury's  views  we   learn: 

'The    large    stone,    it    has    been    found,    binds    together    more 
firmly   than   smaller  stone  and   consequently  is   subject  to  lesa 


262 


GOOD    ROADS 


November  6,  1915 


m«mr  from  the  prlndins  of  one  fragment  agklnst  another  In  the 
body  of  the  pavement  due  to  the  passage  of  vehicles  over  the 
road  Sttrface.  Small-sised  stone  tends  to  loosen  quickly  under 
this  rrlndlng  action,  and  If  the  bituminous  binder  loses  Its  lifo 
and  Is  not  speedily  renewed  the  road  quickly  goes  to  ploocs. 
With  stone  of  larse  slie  no  such  result  may  be  expected.  It 
la  true  that  with  the  larger  stone  the  voids  are  greater  and 
conaaqueatly  a  larger  amount  of  bitumen  must  be  used  to  All 
them,  the  excess  l>elng  Beiierally  about  H  teal-  per  In.  depth 
of  top  course  for  the  large  stone  type  of  construction.  With 
small  stone  it  Is  practically  Impossible  to  secure  any  great 
depth  of  penetration  with  a  single  application  of  bitumen.  It 
becomes  necessary,  therefore.  If  small  slse  stone  Is  used,  to 
build  the  top  course  In  several  layers  and  apply  the  binder  to 
(cch — obviously  a  more  costly  procedure  than  the  distribution 
of  the  binder  in  a  single  operation,  as  Is  feasible  when  large 
■tone  is  used. 

In  Btanchard  and  Drowne's  "Textbook  on  Highway  Engi- 
neering" (page  410)  under  the  head  of  causes  of  failure  of 
bituminous  macadam  it  is  said: 

Unfortunately  many  are  the  Instances  where  unsuitable 
bituminous  materials  have  been  employed.  In  some  cases  the 
materials  were  satisfactory  in  themselves,  but  were  used  im- 
properly. Many  engineers  having  charge  of  bituminous  work 
do  not  appreciate  the  fact  that  different  types  of  bituminous 
materials  have  entirt-ly  different  physical  properties  and  re- 
quire entirely  dlfTerent  treatment  !n  use,  although  they  may 
have  been  purchased  under  one  and  the  same  specification  cov- 


.     IJKVEUl.Y.    MA.S.S.,    PART    OP    A    HEAVILY 
i.i.A.  ........  liUAD  ALONG  THE  "NORTH  SHORE"— RESUR- 
FACED  WITH    ASPHALT   MACADAM   BY    PENETRATION 
"  METHOD  IN  1»12— -PHOTOGRAPH  TAKEN  IN  JULY,  1915 

•linr  chemical  and  physical  properties.  .  .  .  Overheating  of 
the  material  has  likewise  proved  the  cause  of  many  failures, 
as  thus  the  properties  of  the  materials  are  sometimes  changed 
and  In  many  cases  the  materials  are  ruined. 

Under  the  heading  construction,  we  And  failures  due  to  the 
uneven  distribution  of  the  bituminous  material  in  some  cases 
when  horse-drawn  or  power-driven  distributors  are  employed. 
This  typo  of  failure,  however,  is  more  frequently  due  to  the 
improper  use  of  hand  pouring  and  hand-drawn  distributors. 
Many  unsatisfactory  bituminous  macadam  pavements  result 
from  the  use  of  the  wrong  sizes  of  broken  stone.  .  .  .  Fail- 
ares  due  to  the  rapid  formation  of  Hne  cracks  caused  by  the 
rocking  movement  of  the  individual  stones  under  trafTlc,  finally 
resulting  in  raveling  and  general  disintegration,  are  of  com- 
mon occurrence.  Segregation  of  sizes  of  stone  preventing  uni- 
form penetration  results  in  weak  spots  In  some  cases  and  'fat' 
■pots  in  others.  In  certain  cases  after  a  rain  the  construction 
has  boen  carried  on  before  the  broken  stone  Immediately  below 
the  surface  has  dried  out 

Evidently  there  are  no  defects  here  which  cannot  be 
avoided  or  requirements  which  cannot  easily  be  met.  The 
objectors  to  penetration  construction  must,  therefore,  fall 
back  upon  the  general  proposition  that  the  method  followed 
is  such  that  it  is  impossible  to  be  sure  of  results.  As  Mr. 
Prevost  Hubbard  says  in  "Dust  Preventives  and  Road  Bind- 
ers"   (page   298): 

It  Is  often  possible,  although  never  absolutely  certain  to 
obtain  a  surprisingly  uniform  distribution  (of  the  binder),  and 
In  a  number  of  Instances  which  have  come  under  the  author's 


MERRICK    ROAD,     LONG    ISLAND,     NEW     YORK— ASPHALT 
MACADAM,  BUILT  BY  PENETRATION  METHOD  IN  1910. 

notice,  upon  digging  into  the  road  surface  at  almost  any  point, 
the  stone  fragments  have  been  found  to  be  exceedingly  well 
coated. 

This  is  not  very  high  praise;  it  is  only  an  admission  that 
good  roads  can  be  built  by  the  penetration  method.  Mr. 
Cliflford  Richardson  in  "Asphalt  Construction  for  Pavements 
and  Highways"  (page  103)   makes  this  comment: 

Many  excellent  and  many  very  poor  pieces  of  construction 
have  been  done  by  botli  the  penetration  and  the  mixing  method, 
and  it  is  evident  that  the  character  of  the  surface  which  is 
constructed  will  depend  entirely  on  the  care  with  which  tlie 
work  is  regulated,  particularly  the  temperature  of  the  stone 
in  the  mixing  process  and  of  the  asphaltlc  road  binder  in  both 
methods.  Attention  to  detail  In  these  directions  is  as  necessary 
as  in  constructing  sheet  asphalt  surface  mixtures,  and  good 
results  cannot   be   expected   otherwise. 

This  brings  us  again  to  the  reasonable  conclusion  that 
durable  road  surfaces  can  be  constructed  by  the  penetration 
method,  and  that  the  only  thing  necessary  to  success  is  the 
employment  of  a  reasonable  amount  of  care  and  skill,  or, 
as  both  Mr.  Richardson  and  Mr.  Pillsbury  put  it,  "atten- 
tion to  details." 

Shall  we  give  "attention  to  details"  and  retain  the  advan- 
tages of  penetration  construction — notably  its  cheapness  and 
the  fact  that  it  is  a  form  of  construction  available  almost 
anywhere  and  everywhere?  Or  shall  we  say  that  it  is  too 
much  trouble  to  build  good  penetrati6n  'roads  and  spend 
money  unnecessarily  on  more  costly  forms  of  construction? 

These  are  fair  questions,  and  have  but  one  reasonable 
answer:  That  the  faith  of  the  defenders  of  penetration  con- 


PARK  HEIGHTS  AVE.,  NEAR  BALTIMORE,  MD. — AN  EXPERI- 
MENTAL   ROAD    BUILT    BY    THE    MARYLAND    STATE 
ROADS       COMMISSION       IN       1910— PENETRATION 
SECTION— NO  MAINTENANCE  COST  TO  DATE. 


November  6,  1915 


GOOD    ROADS 


263 


struction  is  justified  by  something  more  than  opinion  is 
proved  by  an  examination  of  the  oldest  construction  of  this 
kind.  There  is  said  to  have  been  only  63,000  sq.  yds.  of 
penetration  in  1908.  By  1911  this  had  increased  to  8,802,800 
yards  ("Textbook  on  Highway  Engineering,"  Blanchard  and 
Drowne,  page  383).  Since  then  (1912-1914),  a  single  natural 
asphalt  used  mainly  for  penetration  work  has  been  employed 
in  the  construction  of  10,829,200  sq.  yds.,  and  of  course  a 
large  additional  yardage  has  been  built  with  the  many  brands 
of  oil  asphalt. 

New  York  was  among  the  pioneers  in  penetration  work. 
Its  experience  confirms  one's  belief  in  the  durability  of  such 
roads  and  at  the  same  time  emphasizes  the  need  for  "atten- 
tion to  details."  In  1909  and  1910,  New  York  built  a  large 
mileage  of  penetration  with  good  materials  and  under  careful 
supervision.  These  roads  have  proved  remarkably  durable, 
while  others  constructed  at  a  later  date  have  quickly  gone 
to  pieces  as  the  result  of  slipshod  workmanship,  poor  mate- 
rials and  lax  inspection.  Some  of  the  1909-10  New  York 
roads  are  pictured  here  and  speak  for  themselves,  as  do  the 
recent  photographs  of  Massachusetts,  Maryland,  Ohio,  In- 
diana and  Florida  roads. 


RIVER  ROAD,  LUCAS    COUNTY,    OHIO — ONE    OF    THE    MOST 
HEAVILY  TRAVELED  ROADS  IN  THE  COUNTY— BUILT 
BY    THE    PENETRATION    METHOD    WITH    BER- 
(  MUDEZ    ROAD   ASPHALT    IN    1911 — PHOTO- 

GRAPHED   IN    SEPTEMBER,    1915. 

This  evidence  should  satisfy  any  reasonable  mind  that 
durable  penetration  roads,  economical  as  to  first  cost  and 
maintenance,  can  be,  have  been  and  should  be  built,  for 
the  immense  amount  of  road  improvement  that  remains  to 
be  done  renders  it  imperative  that  where  possible  we  should 
take  advantage  of  the  saving  of  $3,000  or  $4,000  per  mile 
represented  by  the  difference  in  cost  between  penetration 
"and  other  types  of  improved  road  construction. 

In  advocating  that  the  penetration  road  be  given  its  due, 
there  is,  of  course,  no  disposition  to  reflect,  by  comparison, 
upon  other  forms  of  construction,  least  of  all  upon  mixed 
method  roads.  Under  very  destructive  traffic  they  are  to 
be  preferred.  But  for  tjie  great  mileage  of  roads  between 
traffic  centers,  and  ordinary  traffic  highways,  penetration 
roads  are  not  merely  "good  enough";  they  are  as  good  as 
roads  need  be. 


Uniform  Plans  and  Specifications 

The  desirability  of  uniformity  in  plans  and  specifications 
for  road  work  was  the  theme  of  an  address  delivered  by 
Chief  Road  Engineer  A.  D.  Williams  of  West  Virginia  be- 
fore the  recent  convention  of  the  Southern  Appalachian 
Good  Roads  Association. 

According  to  Mr.  Williams,  the  simpler  and  more  uniform 
the  plans  and  specifications  are  made  the  greater  the  chance 


to  secure  the  best  finished  structure.  In  some  fields,  stan- 
dardization has  been  brought  about  with  benefit  to  both  the 
designer  and  the  constructor,  but  in  the  field  of  highway  en- 
gineering little  attempt  has  been  made  at  standardization. 
Until  a  few  years  ago,  in  fact,  highway  improvement  was 
not  organized  to  any  great  extent;  each  man  made  his  own 
plans  and  prepared  his  own  specifications  without  consider- 
ing what  had  been  done  by  others.  The  result  was  that 
money  expended  for  highway  work  did  not  produce  the  re- 
sults which  it  should  have  produced. 

The  railroads,  it  is  pointed  out  by  Mr.  Williams,  have 
learned  the  importance  of  standardization  and  by  such  stan- 
dardization prevent  the  duplication  of  designing  work  and 
secure  greater  efficiency  from  their  construction  forces. 
Track  widths,  sizes  of  car  wheels  and  many  things  of  a  like 
nature  are  standardized,  as  are  also  methods  of  construction. 
The  railroads  and  other  great  corporations  have  demon- 
strated that  uniformity  produces  efficiency  and  economy. 

It  is  argued  by  Mr.  Williams  that  a  set  of  standard  speci- 
fications prepared  by  the  state  authorities  and  adopted 
throughout  the  state  can  save  the  officials  of  the  smaller 
units  much  time  and  labor.  Under  such  a  plan  it  is  not 
necessary  to  write  separate  specifications  and  prepare  dif- 
ferent plans  for  each  particular  piece  of  work,  and  this  gives 
the  engineer  more  time  to  devote  to  other  work.  Standard 
specifications  are  also  beneficial  in  that  contractors  and 
their  workmen  do  not  have  to  familiarize  themselves  with 
different  specifications  on  each  different  job.  In  addition, 
contractors  are  able  to  make  up  their  bills  in  less  time  and 
with  less  effort.  The  contractors'  familiarity  with  standard 
plans  and  specifications  enables  them  to  develop  methods 
of  handling  the  work  which  make  for  the  saving  of  money 
and,  consequently,  lower  bids.  Another  advantage  is  that 
greater  competition  may  be  had  in  bidding,  since  with  stan- 
dard plans  and  specifications  it  is  not  always  necessary  for 
a  contractor  to  take  the  time  to  study  the  plans  and  specifi- 
cations for  each  particular  job  before  submitting  his  bid.  If 
standard  plans  are  used,  the  contractor  can  put  in  an  intelli- 
gent bid,  even  though  he  does  not  know  of  the  work  until 
a  comparatively  short  time  before  the  letting. 

The  tendency  in  some  sections  to  permit  contractors  to 
bid  upon  their  own  plans  and  specifications  is  condemned 
by  Mr.  Williams.  This  tendency,  according  to  Mr.  Williams, 
is,  to  say  the  least,  erroneous,  and  such  bidding  is  not  com- 
petitive bidding.  He  also  expresses  doubt  as  to  the  legality 
of  this  procedure,  since  when  each  bidder  submits  a  pro- 
posal on  a  separate  plan  there  is  no  competition  except 
among  different  plans. 

Mr.  Williams  points  out  that  in  the  construction  of  large 
bridges  it  has  often  been  considered  good  policy  to  permit 
engineering  firms  to  submit  competitive  designs,  after  which 
a  design  is  selected  by  the  officials  and  bids  asked  on  that 
design.  This,  according  to  Mr.  Williams,  is  probably  fait 
to  the  community  but  is  unfair  to  the  engineering  profes- 
sion. 

In  closing,  he  stated  that  in  his  opinion,  great  good  would 
accrue  to  the  community,  the  contractor  and  the  engineer 
from  standardized  plans  and  specifications  and  from  uni- 
formity in   methods   in  all   classes   of  highway  construction. 


Blast  Pnrnai'e  Slag  Was  Vmed  for  the  AgsreKate  in  a  5-span 
reinforced  concrete  arch  bridge  built  at  Akron,  Ohio,  during 
the  present  year.  The  structure  is  a  combined  highway  and 
interurban  railway  bridKe  across  the  gorge  of  the  Cuyahoga 
River,  and  is  190  ft.  high,  from  the  stream  bed  to  the  roadway. 
Each  arch  consists  of  two  reinforced  concrete  ribs,  3  ft.  In 
width  and  4  ft.  in  depth  at  the  crown,  surmounted  by  spandrel 
columns  which  carry  the  floor  system.  The  structure,  includ- 
ing approaches,  is  781  ft.  9  ins.  long,  each  arch  span  being  127 
ft.  in  length,  center  to  center.  The  bridge  contains  approxi- 
mately 5.000  cu.  yds.  of  concrete  and  about  180  tons  of  steel. 
The  roadway,  which  Is  26  ft.  wide,  is  paved  with  wood  bloci? 
and  Is  bordered  by  4-ft,  bracketed  sidewalks. 


254 


GOOD    ROADS 


November  6,  1915 


Abstracts  of  Papers  Presented  at  the  Convention  of  the 
American  Society  of  Municipal  Improvements 


Joint  Filler*  for  Granite  Block  Pavements 

By  CLARENCE  D.  POLLOCK 
Codtultiai  Englnetr,  New  York.  N.  Y. 

The  question  of  the  joint  filler  is  an  important  factor  which 
should  be  carefully  considered  in  connection  with  the  laying 
of  granite  block  pavements.  Under  some  conditions  one 
filler  seems  to  give  the  best  results,  while  under  other  con- 
ditions some  other  filler  may  be  more  satisfactory. 

In  the  earlier  granite  block  pavements,  which  were  laid 
without  concrete  foundations,  the  blocks  were  laid  upon  a 
•and  bed  or  cushion,  the  joints  filled  with  sand  and  a  cov- 
ering of  sand  left  on  the  pavement  until  the  blocks  were 
firm  and  the  joints  would  take  no  more  sand. 

When  concrete  foundations  came  into  use  a  better  joint 
filler  was  sought,  and  the  so-called  tar  and  gravel  filler  was 
developed.  This  filler  usually  consisted  of  coal  tar  pitch  or  a 
mixture  of  coal  tar  pitch  and  asphalt,  which  was  heated  and 
poured  into  the  joints  after  they  had  been  partially  filled 
with  washed  gravel.  Hot  gravel  was  then  added  and  the 
joints  again  poured.  This  was  fairly  satisfactory  until  bet- 
ter blocks  came  into  use  and  closer  joints  were  demanded, 
when  it  became  necessary  to  use  finer  gravel.  With  this 
finer  gravel  it  was  impossible  to  get  the  bituminous  filler 
down  into  the  joints  to  an  effective  depth.  Portland  cement 
grout  filler  came  next,  and  at  present  this  and  the  bituminous 
filler  mixed  with  sand  and  poured  hot  seem  to  be  the  best. 

Cement  grout  filler,  when  conscientiously  placed,  is  very 
satisfactory  for  streets  on  which  the  traffic  can  be  kept  off 
until  the  grout  has  had  at  least  time  to  set  and  in  which 
frequent  openings  in  the  completed  pavement  are  not  neces- 
sary. In  deciding  which  filler  to  use  it  should  be  remem- 
bered that  the  use  of  a  Portland  cement  grout  filler  necessi- 
tates the  blocking  off  of  traffic  whenever  the  pavement  has 
to  be  replaced  after  street  openings. 

A  good  filler  should  hold  the  blocks  firmly  in  position; 
remain  permanently  in  place;  support  the  edges  of  the 
blocks,  thus  preventing  chipping  and  rounding  at  the  cor- 
ners; be  easy  to  apply;  reasonable  in  price,  and  of  such  a 
character  that  it  wilt  permit  the  use  of  the  street  directly 
after  being  placed  in  the  joints. 

Portland  cement  grout  complies  with  all  of  these  except 
the  last.  This  is  a  very  considerable  defect  on  important 
streets  in  the  larger  cities  and,  in  general,  prevents  its  use 
in  such  places.  Elsewhere  it  gives  most  satisfactory  results 
if  very  close  attention  is  paid  to  the  details  of  grouting.  In 
general,  a  machine-mixed  grout  is  better  than  one  mixed  by 
hand.  If  the  work  is  carried  on  under  a  hot  summer  sun,  the 
surface  should  be  kept  moist  for  three  or  four  days  after 
pouring  the  grout.  The  joints  may  be  cured  in  a  satisfactory 
manner  by  spreading  sand  or  earth  over  the  pavement  and 
sprinkling  with  a  hose  every  evening.  Grouted  joints  can 
not  be  made  satisfactorily  in  freezing  weather. 

Bituminous  fillers  overcome  the  faults  of  the  cement  filler, 
bat  have  others  of  their  own.  A  bituminous  filler  that  is 
sattable  in  the  summer  is  usually  too  brittle  in  the  winter. 
The  bituminous  fillers  given  in  the  society's  granite  specifi- 
cations are  used  in  combination  with  fine  gravel,  but  this  has 
not  proven  a  very  efficient  method  of  filling  the  joints.  With 
a  fine  gravel  the  filler  tends  to  mat  on  top  and  does  not  pene- 
trate the  small  voids  in  the  gravel.    Traffic  picks  out  the 


filler  from  the  top  and  leaves  the  joints  little  better  than  the 
old  sand  joints.  Much  better  results  have  been  obtained  by 
using  coal  tar  pitch  or  asphalt,  or  a  mixture  of  the  two,  in 
combination  with  sand,  the  sand  not  exceeding  SO  per  cent, 
of  the  total. 

The  writer  has  obtained  better  results  with  asphalt  fillers 
and  fillers  which  consisted  of  mixtures  of  asphalt  and  coal 
tar  than  with  tar  alone.  The  old  mixture  of  100  parts  coal 
tar  pitch  to  20  parts  asphalt,  used  as  much  as  20  years  ago 
in  Brooklyn,  has  given  better  results,  according  to  the 
writer's  observation,  than  the  straight  coal  tar  pitch.  Good 
results  have  also  been  obtained  from  straight  asphalt  fillers. 

It  is  desirable  that  experiments  be  made  with  various 
mixtures  of  asphalt  and  coal  tar  pitch  and  also  straight  as- 
phalt, in  combination  with  as  much  sand  as  the  bitumen  will 
carry  satisfactorily.  There  is  a  demand  for  a  bituminous 
filler  that  will  readily  flow  into  the  joints  and  stay  there. 
When  cold  it  should  have  sufficient  body  to  give  a  fair 
amount  of  support  to  the  edges  of  the  blocks  in  order  to 
protect  them  from  abrasion.  Mixing  with  hot  sand  before 
pouring  has  greatly  improved  the  bituminous  filler.  The 
next  step  should  be  the  determination  of  the  proper  mitumen 
or  proper  mixture  of  bitumens. 


A  Study  of  Brick  Pavement  Construction 

By  WILL  P.  BLAIR 
Secretary,  National  Paving  Briclc  Manufacturers*  Association 

The  most  serious  trouble  affecting  municipal  improve- 
ments is  non-compliance  with  plans  and  specifications.  The 
hindrances  of  this  kind,  though  as  great  in  securing  the  best 
in  brick  streets  as  in  any  other  class  of  municipal  improve- 
ments, will  not  be  dealt  with  in  this  paper,  but  we  shall  look 
into  some  phases  of  construction  that  should  properly  be 
dealt  with  in  the  specifications. 

Whether  or  not  the  National  Paving  Brick  Manufacturers' 
Association  has  covered  what  is  to  be  accomplished  as  thor- 
oughly as  it  might  in  its  general  specifications,  it  is  a  fact 
that  in  all  too  many  instances  important  details  are  disre- 
garded. On  the  other  hand,  complete  compliance  results  in 
most  satisfactory  and  durable  pavements. 

Section  S  of  the  general  specifications  provides  that  the 
drainage  shall  be  sufficient  "to  rapidly  remove  all  water 
from  the  roadway  to  a  depth  of  not  less  than  18  ins.  below 
its  finished  surface,  and  the  engineer  shall  examine  the  loca- 
tion and  provide  ample  plans  and  specifications  to  accomplish 
this  result."  Few  roadbeds  are  ever  drained  in  a  way  to 
rapidly  remove  all  water.  Soil  conditions,  the  possible 
amount  of  water,  the  location  of  drains  and  how  the  water 
is  to  be  disposed  of  away  from  the  roadbed  are  given  too 
little  consideration.  The  usual  method  of  laying  a  tile  drain 
under  the  curb  is  well-nigh  useless,  and  to  conduct  water 
through  a  tile  for  any  great  distance  along  and  underneath 
the  roadway  is  worse  than  useless.  The  best  method  is  to 
take  the  water  from  under  the  roadway  through  drain  tiles 
to  a  point  outside  the  roadway.  Accurate  information  as  to 
soil  conditions,  rainfall,  etc.,  is  as  essential  for  the  proper 
design  of  a  road  or  street  as  for  the  preparation  of  sewer 
plans. 
Most   specifications   provide   that   the   siib-grade   shall   be 


November  6,  1915 


GOOD    ROADS 


265 


compressed  and  shall  correspond  to  the  grade  of  the  finished 
street.  Few,  however,  provide  expressly  that  the  grades  shall 
remain  so.  The  consequence  is  that  75  per  cent,  of  the  pave- 
ments are  built  on  a  subgrade  not  constructed  in  keeping 
with  the  spirit  and  intention  of  the  specifications. 

One  of  the  things  seldom  accomplished  is  the  proper  com- 
pression of  the  sand  cushion.  The  sand  cushion  is  for  the 
purpose  of  relieving  the  shock  of  impact  on  the  pavement 
and  furnishing  a  uniform  support  for  the  brick.  A  require- 
ment to  fill  and  roll  at  least  three  times  is  necessary  to 
obtain  a  uniform  and  sufficient  support. 

The  quality  of  the  cement  filler  suffers  in  its  preparation 
and  application.  Few  specifications  state  definitely  how  this 
work  is  to  be  done,  and  it  is  often  left  to  the  judgment  of 
the  foreman  in  charge.  Sufficient  attention  is  not  paid  to  the 
requirements  that  the  cement  and  sand  shall  be  mixed  dry, 
in  the  proportion  of  1:1;  that  the  water  be  added  to  this 
mixture  gradually,  mixing  a  mortar  and  then  diluting  to  the 
required  consistency;  that  the  mixture  shall  be  applied  so 
that  the  proportion  shall  be  maintained,  and  that  the  sides 
and  edges  of  the  brick  shall  be  thoroughly  wet  in  order 
to  secure  proper  adhesion. 

Although  other  matters  contributing  greatly  to  the  value 
of  the  pavement  might  be  mentioned,  enough  have  been  cov- 
ered to  illustrate  the  meaning.  Specifications  should  state 
exactly  and  precisely  what  is  to  be  done.  There  has  been 
too  much  laxity  in  providing  in  specifications  against  ma- 
terials of  poor  quality.  It  is  suggested  that  engineering 
methods  have  not  kept  pace  with  the  methods  of  testing 
materials. 

While  the  writer  has  always  given  considerable  weight  to 
the  importance  of  resiliency  of  the  sand  cushion  for  brick 
and  stone  pavements,  he  has  been  greatly  interested  in 
watching  the  behavior  of  brick  streets  constructed  in  mono- 
lithic form.  About  25  years  ago  a  street  was  constructed  in 
this  way  in  Cincinnati  and  did  not  give  much  promise  of 
value.  A  small  section  of  brick  pavement  was  laid  in  a 
similar  manner  in  the  downtown  district  of  Chicago.  About 
18  years  ago  brick  gutters  on  Washington  Street,  in  Indian- 
apolis, Ind.,  and  some  of  the  gutters  on  Ohio  Street  in 
Terre  Haute,  Ind.,  were  also  laid  in  that  manner.  The  first 
two  examples  did  not  remain  long  in  existence,  and  the 
second  two,  being  in  gutters,  hardly  afforded  a  basis  for 
judgment.  The  most  interesting  example  with  which  the 
writer  is  acquainted  is  a  small  alley  in  Terre  Haute,  which 
was  paved  by  laying  the  brick  upon  the  green  mortar  bed. 
The  brick  surface  was  smoothed  by  the  use  of  a  rammer  on 
a  board  placed  on  the  pavement,  and  the  joints  were  filled 
with  a  1:1  cement  grout  filler.  This  pavement  has  been  sub- 
jected to  heavy  traffic  and  is  in  almost  perfect  condition. 

At  present  many  brick  pavements  are  being  laid  in  which 
the  foundation  and  wearing  surface  are  united  in  a  single 
monolithic  structure,  and  the  writer  has  been  deeply  inter- 
ested in  work  of  this  kind  done  by  W.  T.  Blackburn,  an 
engineer,  and  A.  J.  Parish,  a  contractor  of  Paris,  111.  The 
writer  is  of  the  opinion  that  in  such  a  process  much  of  the 
hazard  which  endangers  a  compliance  with  the  specifications 
is  eliminated,  as  it  is  a  method  of  construction  that  can  be 
clearly  and  definitely  outlined  in  the  specifications.  One  of 
the  best  things  that  can  be  said  of  this  method  of  construc- 
tion is  that  it  can  not  be  done  at  all  unless  the  equipment  for 
doing  the  work  is  complete. 

With  such  resiliency  as  is  obtained  on  a  grouted  brick 
pavement  laid  on  a  sand  cushion  bricks  are  not  broken,  nor 
have  broken  or  shattered  brick  been  observed  so  far  in  the 
10-year  old  monolithic  structure  at  Terre  Haute.  Just  how 
much  less  resiliency  is  aflforded  by  a  monolithic  street  con- 
sisting of  a  4-in.  wearing  surface  and  a  4-in.  concrete  base 
has  not  yet  been  ascertained  by  comparison,  but  the  writer 
concludes  that  enough  remains  to  protect  the  pavement 
against  extreme  shock. 


As  a  result  of  the  data  obtained  by  Mr.  J.  E.  Howard  in 
his  study  of  the  thermal  and  traffic  effects  on  brick  pavements 
in  Cleveland,  Ohio,  and  Kansas  City,  Mo.,  he  lays  great 
stress  on  the  ability  of  pavements  to  resist  compression 
stresses  induced  by  temperature.  He  also  concludes  that 
on  a  well  grouted  brick  pavement  the  traffic  has  a  slight 
effect  as  compared  to  temperature.  Therefore,  may  it  not 
be  concluded  that  a  brick  pavement — having  greater  strength 
to  resist  compression;  better  protected  from  both  humidity 
and  frost  action,  and  of  greater  economy  in  original  con- 
struction— is  well  worthy  of  the  most  serious  consideration? 


The  Traffic  Census   and  Its   Bearing  on  the 
Selection  of  Pavements 

By  MAJOR  W.  W.  CROSBY     . 
Consulting   Engineer,   Baltimore,   Md. 

Streets  are  built  for  traffic,  and  in  order  to  know  the  best 
kind  of  a  street  for  a  particular  case  the  kind  and  amount 
of  traffic  which  it  will  have  to  bear  should  be  known.  It  may 
be  difficult  to  estimate  accurately  what  the  traffic  on  a  new 
street  will  be  after  its  improvement,  but  such  an  estimate 
should  be  made  and  its  basis  is  necessarily  the  present 
traffic  over  the  street  or  over  an  adjacent  and  parallel 
street. 

The  traffic  census  is,  therefore,  the  point  of  beginning; 
and  very  naturally  there  arises  the  question  as  to  the  most 
practicable  methods  of  recording  present  traffic.  The  deter- 
mination of  these  methods  is  fixed  by  (a)  the  consideration 
of  the  effects  of  various  kinds  of  traffic,  (b)  the  amount  of 
traffic  to  be  recorded  and  (c)  the  ability  of  the  available 
observers. 

(a)  Differences  in  the  effects  of  traffic  are  often  lost  sight 
of  in  taking  a  traffic  census.  Merely  counting  the  number 
of  vehicles  is  generally  recognized  as  inadequate,  and  the 
present  tendency  is  to  count  the  different  classes  of  vehicles 
separately.  In  some  cases  the  classification  is  carried  so  far 
as  to  make  the  recording  difficult  without  compensating  this 
by  affording  sufficiently  valuable  data,  while  in  other  cases 
the  number  of  classes  established  is  insufficient.  The  effects 
on  the  pavement  of  hard-tired  vehicles  vary  with  the  num- 
ber of  horses  used  with  each  vehicle,  and  with  the  load.  It 
seems  probable  that  there  may  exist  a  relation  between  the 
effects  of  one-horse  and  two-horse  hard-tired  vehicles  which 
may  be  nearly  in  proportion  to  the  weights.  In  both  cases 
the  effects  of  the  horses'  feet  are  more  serious  than  the  ef- 
fects of  the  load  and  the  weight,  though  in  the  case  of  ex- 
tremely narrow  tires  this  may  not  be  so.  The  considerable 
effect  of  vehicles  drawn  by  more  than  two  horses  is,  in  most 
cases,  probably  that  of  the  load  transmitted  through  the 
tires,  and  this  is  generally  recognized  by  the  adoption  of  the 
classification  of  "hard-tired  vehicles  drawn  by  three  or  four 
horses"  to  cover  such  vehicles. 

The  effect  of  motor  traffic  is  quite  different  from  that  of 
horse-drawn  traffic,  as  is  now  generally  recognized.  With 
such  traffic  the  weight  is  a  large  factor  in  the  effect  pro- 
duced, and  it  seems  necessary  to  separate  into  different 
classes  motor  vehicles  differing  in  weight.  Another  factor 
is  that  of  speed,  to  which  sufficient  consideration  does  not 
seem  to  have  been  given  in  traffic  records  to  date.  It  is 
likely  that  a  classification  such  as:  (1)  runabouts,  light 
touring  cars  and  delivery  wagons,  (2)  taxicabs,  heavy  tour- 
ing cars  and  limousines  and  (3)  drays,  busses  and  trucks 
(all  with  rubber  tires),  would  be  sufficient.  These  vehicles 
could  be  counted  separately  and  their  average  weight  and 
speed  estimated,  after  which  the  momentum  of  each  (the 
basis  for  effect)  could  be  calculated  with  sufficient  accuracy. 

It  seems  to  the  writer  that  the  hiatter  of  speed  has  been 
neglected  to  an  unfortunate  extent  in  discussions  of  the  ef- 
fects of  traffic  and  in  the  adoption  of  forms  of  recording 
traffic  for  the  purpose  of  comparison.    It  will  not  be  4enie4 


266 


GOOD    ROADS 


November  6,  1915 


by  experienced  highway  authorities  that  speed  has  an  im- 
portant bearing  on  the  effect  of  motor  traffic.  The  effect  of 
•  10-ton  load  at  a  speed  of  5  or  6  miles  an  hour  is  mainly 
compression,  while  the  same  load  at  15  miles  per  hour  sets 
op  horisontal  strains  of  considerable  amount.  The  writer 
has  noted  an  increase  in  the  average  speed  of  traffic  on  cer- 
tain roads  for  which  records  covering  a  period  of  10  years 
are  available,  these  increases  amounting  to  from  SO  to 
100  per  cent.  It  is  unquestionable  that  the  present  faster 
traffic  is  much  more  severe  on  the  road  surface  than  the 
former  slower  traffic. 

(b)  The  amount  of  traffic  to  be  counted  will,  to  at  least 
tome  extent,  affect  the  determination  of  the  records  which 
it  should  be  attempted  to  secure.  It  is,  of  course,  desirable 
that  the  records  include  all  the  necessary  information  and 
as  much  more  as  may  be  of  value,  and  it  is  also  desirable, 
for  many  reasons^  that  a  standard  form  of  record  be  gener- 
ally adopted.  However,  the  differences  in  effect  of  various 
kinds  of  vehicles  decrease  in  importance  with  the  increase 
in  the  number  and  variety  of  vehicles.  It  would,  therefore, 
seem  sufficient  to  establish  for  use  on  the  most  heavily 
traveled  streets  a  standard  form  of  comparatively  simple 
classification  which  could  be  further  elaborated  when  desired 
for  use  in  cases  where  the  amount  of  traffic  was  not  such 
as  to  preclude  the  possibility  of  obtaining  minor  data. 

(c)  The  average  ability  of  the  observers  generally  avail- 
able will  affect  the  decision  as  to  the  form  of  record  which 
it  should  be  attempted  to  secure,  because  such  records  are 
seldom  if  ever  made  by  engineers  cabable  of  appreciating 
minor  differences.  The  records  are  generally  made  by  low 
salaried  employees,  and  it  is  obvious  that  the  form  should 
not  be  such  as  to  conduce  to  the  making  of  inaccurate  or 
misleading  returns. 

At  best,  the  comparisons  of  existing  traffic  are  relative. 
Refinement  and  extreme  accuracy  will  be  impracticable,  if 
not  impossible,  for  some  time  to  come;  but  great  improve- 
ment can  unquestionably  be  secured  by  general  agreement 
tending  toward  greater  uniformity  and  perhaps,  ulti- 
mately, providing  a  greater  degree  of  standardization. 


Some  Experiences  in  Creosotedi  Wood 
Block  Paving 

By  ELLIS  R.  DUTTON 
AMislaat  City  En(ine«r,  Minneapolis,  Minn. 

The  objects  of  this  paper  are  to  record  observations  on 
the  effect  on  creosoted  wood  blocks  of  ordinary  use  for  an 
extended  period,  having  the  data  as  to  the  preservation  and 
wood  used,  and,  having  these  data  and  experience,  to  reach 
reliable  conclnsions  as  to  the  probable  results  from  the  use 
of  certain  materials  in  creosoted  wood  blocks. 

Quite  a  few  years  ago,  large  areas  of  cedar  block  pave- 
ment were  laid.  This  pavement  was  considered  a  great 
improvement  over  the  pavements  then  in  use,  but  as  time 
went  on  it  was  found  that  it  was  not  all  that  it  was  ex- 
pected to  be.  This  pavement  was  followed  by  the  so-called 
"Nicholson"  block,  which  was  smoother  and  was  preserved 
by  a  coating  of  tar.  Time  showed  this  to  be  a  failure  also. 
Soon  afterwards  there  was  brought  out  another  wood  block 
pavement  called  "creosote."  The  first  pavements  of  this 
kind  failed,  as  the  blocks  were  merely  dipped  or  soaked  in 
creosote  oil  and  retained  only  about  3  lbs.  of  oil  per  cu.  ft., 
which  was  not  sufficient  to  prevent  decay  or  keep  the  mois- 
ture from  entering  the  blocks  and  causing  them  to  expand. 
By  1909  the  qualify  of  the  oil  had  been  improved  and  it 
had  been  concluded  that  12  lbs.  of  oil  per  cu.  ft.  would 
be  snfRdent 

At  first  there  was  a  popular  prejudice  against  wood  for 
paving  purposes,  but  this  was  gradually  eliminated,  until 
■ow  there  is  in  use  an  area  of  about  9,500,000  sq.  ydj.  of 


wood  block  pavement.  About  IS  years  ago  the  ordinary 
commercial  creosote  oil  had  a  specific  gravity  of  approxi- 
mately 1.02,  while  the  oil  sold  under  a  trade  name  had  a 
gravity  of  about  1.07  at  38°  C.  and  also  contained  some 
heavier  and  darker  material  than  was  present  in  the  ordi- 
nary oil.  There  was  no  inspection  and  little  knowledge  con- 
cerning creosoting.  Tests  of  the  pavements  of  1902  and 
1903  indicate  that  the  penetration  and  amount  of  oil  per 
cu.  ft.  were  not  sufficient  to  preserve  the  block. 

The  experience  cited  would  show  clearly  that  the  pores 
in  the  wood  must  be  thoroughly  penetrated  in  order  to  pre- 
serve the  block,  and  also  that  all  parts  of  the  same  block 
are  not  penetrated  equally,  one  part  of  the  block  taking  more 
than  the  specified  amount  of  oil  and  another  part  less.  It 
shows  plainly,  too,  that  12  lbs.  per  cu.  ft.  was  not  sufficient 
to  prevent  decay. 

Details  of  the  oil  treatment  of  wood  blocks  in  the  city  of 

Minneapolis  from   1902  to  1914,  inclusive,  are  shown  in  the 

following  table: 

Ave. 

Libs,  per  Sp.Gr.  Per  cent,  distilled  up  to 

Year  cu   ft.  38°C.  210°C.  235°C.  355°C. 

1902  12  1.071  ...  Kredone 

1903  12  1.070  ...     

1904  12  1.072  5.91  19.60     49.6  at  315°C 

1905  16  1.070  5.59  26.19  75.54 

1906  16  1.074  5.14  22.95  69.22 

1907  16  1.069  6.74  24.53  69.42 

1908  16  1.097  2.49  10.78  51.34 

1909  16  1.110  1.93     9.37  48.57 

1910  16  1.102  3.45  16.39  56.49 

1911  16  1.104  3.21  15.39  56  78 

1912  16  1.121  4.39  11.61  42.33 

1913  16  1.114  4.62  13.57  48.78 

1914  16  1.116  3.12  10.23  45.26 

It  will  be  noted  that  up  to  1908  an  oil  of  a  specific  gravity 
from  1.07  to  1.08  at  38°  C.  was  used  and  that  since  then  an 
oil  of  a  specific  gravity  of  1.10  to  1.12  at  38°  C.  has  been 
used.  No  difference  in  penetration  or  in  bleeding,  on  ac- 
count of  the  quality  of  the  oil,  has  been  observed,  and,  as 
far  as  it  has  been  possible  to  determine  by  analyses  and 
tests,  tar  or  tar  oil  has  always  been  present  to  a  more  or 
less  extent  in  the  oil  used. 

The  proper  oil  for  paving  purposes  should  be  (1)  a  pre- 
servative, (2)  waterproofing,  (3)  penetrating  and  (4)  non- 
volatile. 

The  amount  of  oil  required  to  preserve  the  block  is  esti- 
mated at  from  3  to  8  lbs.,  depending  upon  the  conditions 
under  which  it  is  used.  AH  of  the  constituents  of  an  oil 
are  not  preservatives  and  some  are  quite  volatile,  so  that 
unless  a  high  impregnation  is  secured  the  wood  is  not  pre- 
served, the  oil  evaporates  and  is  washed  out,  and  water  en- 
ters, causing  swelling,  bulging  and  decay.  Too  little  has 
been  used,  as  in  Minneapolis  in  1902-3-4,  and  too  much,  as 
in  cities  where  20  lbs.  have  been  used.  If  a  waterproofing 
material  be  added  to  the  oil  and  the  block  properly  impreg- 
nated, the  volatilization  is  reduced  and  the  oil  is  kept  in 
and  the  water  kept  out  of  the  wood.  The  objection  to  the 
use  of  a  mixed  creosote  and  tar  oil  is  that  it  evaporates. 

From  all  observations  on  the  use  of  diflFerent  woods,  it 
would  appear  that  the  yellow  pine  used  in  1902  was  the  best 
under  rather  heavy  traffic  and  that  the  tamarac  used  later 
showed  up  very  well  on  streets  carrying  lighter  traffic. 
Northern  Norway  pine  was  used  at  one  time,  but  experience 
has  shown  that  its  use  was  not  advisable.  The  hardness 
of  the  block  varied  so  much  that  the  wear  was  uneven.  Up 
to  the  present,  the  wear  on  the  1902  long-leaf  pine  has  been 
about  %  in.  and  on  1903  Norway  pine  about  H  •"•.  the  con- 
ditions in  each  case  being  practically  the  same.  The  results 
obtained  from  the  government  experimental  block  laid  in 
Minneapolis  in  1906  were  about  the  same  as  those  just  noted. 
From  all  the  data  at  hand,  from  observations  and  from  re- 
ports from  other  places,  it  seems  unwise  to  creosote  and 
use  for  paving  blocks  any  wood  except  that  which  has 
proven  most  durabl?  apd  that  which  can  be  had  for  a  reason- 
able price, 


November  6,  1915 


GOOD    ROADS 


267 


At  present  there  are  about  1,500,000  sq.  yds.  of  creosoted 
wood  block  pavements  in  Minneapolis,  in  which  there  is  a 
defective  total  area  of  only  27,730  sq.  yds.,  or  1.85  per  cent, 
of  the  total.  In  1914  the  cost  of  maintenance  and  repair  on 
creosoted  wood  block  pavements  was  .09  ct.  per  sq.  yd.  on 
the  total  area. 

From  the  foregoing,  definite  conclusions  can  be  drawn 
as  follows: 

1.  As  to  the  quality  of  the  preservative:  (a)  It  must 
prevent  decay  of  the  wood;  (b)  it  must  waterproof  the 
wood;  (c)  it  must  penetrate  the  wood;  (d)  it  must  remain 
in  the  wood. 

2.  As  to  the  quantity  of  the  preservative:  (a)  It  may 
vary  for  different  kinds  of  wood,  depending  upon  the  poros- 
ity, but  (b)  it  must  be  sufficient  to  penetrate  all  parts  of 
the  block  in  all  charges,  16  lbs.  per  cu.  ft.  having  been 
shown  by  experience  to  be  enough  but  not  too  much. 

3.  As  to  the  wood  to  be  used:  (a)  The  best  should  be 
used  to  obtain  the  best  results,  and  experience  has  shown 
Southern  yellow  pine  to  have  given  the  best  results;  (b)  the 
wood  used  on  any  one  extension  should  be  of  the  same  rela- 
tive hardness  or  density;  (c)  the  wood  before  treatment 
should  be,  or  should  be  made  to  be,  of  the  best  condition 
as  to  porosity. 


Napped  or  Recut  Granite  Paving  as  Used  and 
Constructed  in  Baltimore 

By  R.  M.  COOKSEY 
Principal  Assistant  Engineer,  Paving  Commission,  Baltimore,  Md. 

Until  1913,  old  granite  blocks  which  were  replaced  by 
smooth  material  were  retained  by  the  city  of  Baltimore  for 
the  use  of  the  Repair  Division.  This  was  practical  so  long 
as  only  a  small  quantity  of  the  old  pavement  was  being  re- 
placed each  year,  but  was  out  of  the  question  when  the  re- 
paving  of  the  entire  city  was  undertaken,  on  account  of  the 
expense  of  storing,  so  much  material.  The  first  work  in  re- 
dressing the  blocks  consisted  of  reheading  and  rejoining  old 
ones.  This  did  not  prove  satisfactory  as  in  reheading  it  was 
often  necessary  to  cut  as  much  as  2  ins.  off  the  depth  in  or- 
der to  save  the  thickness,  resulting  in  a  too  shallow  block. 
The  cutting  was  also  expensive  as  a  pointing  tool  had  to  be 
used  and  the  process  was  slow. 

The  old  blocks  vary  in  size  as  follows:  8  to  14  ins.  long, 
4  to  6  ins.  wide  and  6  to  8  ins.  deep.  The  specifications  for 
redressing  the  blocks  provide  that  the  contractor  shall  as- 
sort, clean  and  redress  the  blocks  to  be  not  more  than  6  ins. 
deep,  to  have  rectangular  faces,  free  from  bumps,  with 
straight  edges  on  the  tops,  ends  and  sides,  so  as  to  form 
joints  not  over  f^  in,  in  width. 

As  practically  all  the  blocks,  except  those  used  as  starters 
for  breaking  joints,  are  napped,  the  average  recut  blocks  are 
6  ins.  long,  some  running  as  short  as  4  ins.,  and  average 
about  42  per  sq.  yd.  By  using  the  napped  block  through- 
out, a  surface  as  good  as  was  obtained  with  new  blocks  is 
secured  and  at  a  cost  of  about  two-thirds  that  of  new  gran- 
ite. 

There  are  still  about  700,000  sq.  yds.  of  old  granite  block 
paving  on  sand  foundation  in  the  city.  During  1913,  9,241 
sq.  yds.  of  recut  granite  block  were  laid,  of  which  6,296  sq. 
yds.  were  laid  with  bituminous  filler  and  2,945  sq.  yds.  with 
cement  filler.  In  1914  the  total  was  24,384  sq.  yds.,  of  which 
3,991  sq.  yds.  were  laid  with  bituminous  filler  and  20,393  sq. 
yds.  were  laid  with  cement  filler.  During  1915,  20,805  sq.  yds. 
were  laid  with  bituminous  filler  and  37,125  sq.  yds.  with  ce- 
ment filler.  The  total  for  the  three  years  was  91,555  sq.  yds., 
which   cost  $215,587.73. 

In  the  city  area  the  prices  ranged  from  $2.05  to  $3.00  per 
sq.  yd.  for  cement  filled  pavement,  the  price  including  a  6-in. 
concrete  base.  For  the  same  kind  of  work  in  the  railway 
area  the  prices  ranged  from  $1.85  to  $2.66  per  sq.  yd.     The 


price  of  $3.00  in  the  city  area  was  exceptionally  high  and 
was  for  only  a  small  amount  of  work,  and  the  price  of  $1.85 
in  the  railway  area  was  exceptionally  low  and  was  for  only 
a  very  small  amount  of  work.  Bituminous  filled  pavements 
in  the  city  area  ranged  from  $2.38  to  $2.70  per  sq.  yd.,  in- 
cluding a  6-in.  concrete  base,  and  in  the  railway  area  from 
$2.10  to  $2.78.  Over  the  entire  area  paved,  the  average  cost 
to  the  city  for  city  area  was  $2.36  per  sq.  yd.  and  for  railway 
area  $2.24  per  sq.  yd.  for  cement  filler.  The  corresponding 
figures  for  bituminous  filler  were  $2.45  and  $2.48.  All  of 
these  prices  include  a  6-in.  concrete  foundation,  the  city 
furnishing  the  old  blocks  and  the  contractor  cutting,  nap- 
ping, rejointing,  paving,  grouting  and  furnishing  sand  cushion. 

A  considerable  yardage  has  been  laid  with  a  bituminous 
filler,  and  though  it  is  very  good  it  does  not  compare  favor- 
ably with  cement  filled  pavements.  On  account  of  the  vary- 
ing depths  of  the  block,  which  range  from  4  to  6  ins.,  it  is 
difficult  to  maintain  a  good  surface  when  a  bituminous  filler 
is  used.  In  future  work  it  is  proposed  to  use  a  cement  mor- 
tar bed  in  place  of  the  sand  cushion,  and  it  is  believed  that 
this  will  be  a  decided  improvement  for  pavements  laid  with 
either  filler. 

A  great  many  blocks  which  are  too  small  to  recut  are 
taken  from  the  streets,  and  these  are  culled  and  used  on 
a  concrete  foundation  with  cement  filler  for  alley  paving 
under  heavy  traffic.  On  streets  carrying  tracks  the  shallow 
blocks  are  used  in  the  railway  area,  the  concrete  base  being 
raised  sufficiently  to  make  up  the  difference  in  depth. 


A.  S.  M.  I.  Concrete  Pavement  Specifications 

The  specifications  for  concrete  pavements  tentatively 
adopted  by  the  American  Society  of  Municipal  Improvements 
at  the  recent  Dayton  convention,  while  following  very  closely 
those  of  the  American  Concrete  Institute,  differ  in  several 
points.  The  specifications  were  prepared  by  Maj.  W.  W. 
Crosby,  a  member  of  the  regular  committee,  who,  in  the  ab- 
sence of  the  chairman,  was  appointed  a  special  committee  of 
one  for  that  purpose. 

The  principal  points  of  difference  are  here  noted: 

In  Sub-Section  3  of  Section  1,  which  deals  with  coarse  ag- 
gregate, there  is  included  a  clause  stipulating  that  its  coef- 
ficient of  wear  as  determined  by  the  Deval  test  shall  be  not 
less  than  12  and  its  crushing  strength  not  less  than  20,000  lbs. 
per  sq.  in.,  these  figures  to  be  varied  in  accordance  with  local 
conditions. 

The  foregoing  applies  to  both  one-course  and  two-course 
pavements. 

Section  2,  which  deals  with  proportions,  is,  in  part,  as  fol- 
lows in  the  specifications  for  the  two-course  pavement: 

"All  proportions  of  cement,  fine  aggregate  and  coarse  ag- 
gregate shall  be  determined  on  the  basis  of  volumetric 
analysis,  with  a  view  to  obtaining  a  uniform  density  for  the 
resulting  concrete. 

"An  examination  of  the  coarse  aggregate  to  be  used  shall  be 
made  and  the  voids  therein  determined.  The  amount  of  mor- 
tar (fine  aggregate  and  cement  mixed  with  water)  to  be 
used  shall  then  exceed  these  voids  in  volume  by  not  less  than 
five  (5)  nor  more  than  ten  (10)  per  cent,  of  the  total  mass  of 
the  coarse  aggregate. 

"An  examination  of  the  fine  aggregate  to  be  used  shall  be 
made  and  the  voids  therein  determined.  The  amount  of 
cement  to  be  used  shall  then  exceed  these  voids  in  volume  by 
not  less  than  five  (5)  nor  more  than  ten  (10)  per  cent,  of 
the  total  mass  of  the  fine  aggregate." 

To  the  corresponding  section  in  the  specifications  for  one- 
course  pavement  the  General  Committee  added  the  following: 

"In  no  case  shall  the  volume  of  fine  aggregate  be  less  than 
one-half  the  volume  of  the  coarse  aggregate,  nor  shall  the 
proportion  of  cement  to  fine  aggregate  be  leaner  than  one  (1) 
to  two  (2).  A  cubic  yard  of  concrete  in  place  shall  contain 
not  less   than   seven   sacks  of  cement." 


268 


GOOD    ROADS 


November  6,  1915 


AMERICAN  ROAD  BUILDERS' 

ASSOCIATION 

150 

NASSAU    STREET 
NEW  YORK.  N.  Y. 

oca  W.  TtMJiON.  BraoUra.  N.  Y. 

Pint  \-io*  Praridtnt 
A.  W.  OBAN.  BoMon.  Mm*. 

^^ 

Third  Vice  President 

(Office   to  be   filled.) 

Secretary 

E.  L.  POWERS,  New  York.  N.  Y. 

Swiaad  Vic*  PrMldent 
A.  B.  PLBTCHBR.  Sacnmsoto.  Cal. 

^^ 

Treasurer 
W.  W.  CROSBY,  Baltimore.  Md, 

Tkrtugh  thi  nurttsy  »/  tht  publisher  •/  "Good  Roads," 
this  pdgt,  tack  mtntk,  is  dtvtted  t»  the  use  of  the  American 
Hfeul  Builders'  Jsstciatitn.  It  is  solely  in  the  interests  of  the 
Jsttiatitn,  and  it  is  the  desire  of  the  Executive  Committee  that 
mil  members  feel  that  this  space  is  their  own,  and  that  they 
nntribmti  freely  tt  it,  not  only  as  regards  anything  concerning 
tkt  Jsstiation  itself,  hut  also  that  which  will  further  the  good 
rtetds  movement.  Besides  the  official  announcements  of  the 
Association,  there  will  appear  on  the  page  contributions  by 
members,  items  of  news  concerning  the  Association  activities 
mnd  personal  notes  about  its  members.  All  contributions  should 
b*  sent  to  the  headquarters  of  the  Association  at  150  Nassau 
Street,  New  Yori,  N.  Y. 

Executive  Committee: 
Nelson  P.  Lewis 
A.  iV.  T>ean 
E.  L.  Powers 

The  Board  of  Directors  Plans  the  1916 
Convention 

At  a  meeting  of  the  Board  of  Directors  held  in  New 
York,  N.  Y.,  on  October  22,  it  was  decided  to  hold  the 
1916  convention  of  the  American  Road  Builders'  Association 
either  in  January  or  February  at  Pittsburgh,  Pa.,  or  at 
Cleveland,  Ohio.  The  choice  of  these  two  dates  and  places 
waa  left  to  the  Executive  Committee,  as  was  noted  in  "Good 
Roads"  of  last   week. 

The  importance  of  this  meeting  need  not  be  pointed  out 
to  most  of  the  readers  of  this  page.  As  is  generally  known 
throughout  road  building  circles,  the  A.  R.  B.  A.  is  the 
oldest  national  organization  of  the  country  which  has  for 
its  purpose  the  consideration  of  the  practical  and  technical 
problems  incident  to  organization  for  highway  work  and 
to  the  actual  construction  and  maintenance  of  roads  and 
streets.  Throughout  its  most  successful  existence  the  or- 
ganization has  adhered  strictly  to  its  purpose  and  has  held 
annual  conventions,  which,  from  year  to  year,  have  increased 
in  importance  and  have  been  the  means  of  bringing  together 
larger  and  larger  numbers  of  those  who  are  devoting  their 
lives  to  highway  work. 

At  various  times  in  the  past  the  subject  of  holding  meet- 
ings jointly  with  other  organizations  has  come  up,  and  this 
year,  the  conditions  being  peculiarly  favorable,  such  a  course 
was  followed  and  a  meeting  held  at  Oakland  under  the  joint 
auspices  of  the  American  Road  Builders'  Association  and 
the  American  Highway  Association,  with  the  active  co- 
operation of  the  Pacific  Highway  Association  and  the  Tri- 
State  Good  Roads  Association.  Although  this  was  the  first 
meeting  of  the  A.  R.  B.  A.  with  another  national  organiza- 
tion, all  efforts  made  by  other  organizations  or  by  individuals 
to  advance  the  cause  of  highway  improvement  has  had  the 
cordial  sympathy  and  good  will  of  the  Association.  It  was 
felt  that  for  next  year  it  would  be  best  to  adhere  to  the 
policy  of  holding  its  convention  independently  of  other  or- 
ganizations, but  assurances  have  been  given  that  the  or- 
ganization will  continue  to  extend  its  good  will  to  other 
worthy  efforts  along  these  same  line*. 


Resolution  Relative  to  the  Worcester  Road 
Congress 

At  the  meeting  of  the  Board  of  Directors,  referred  to  else- 
where, it  was  also  voted  that  the  Association  would  not 
accept  the  invitation  of  the  Worcester  Chamber  of  Commerce 
to  participate  actively  as  an  association  in  the  so-called 
International  Road  Congress  which  is  to  be  held  at  Wor- 
cester, Mass.,  next  month.  In  explanation  of  this  action 
there  was  passed  the  following  resolution,  which  is  reprinted 
here  from  "Good  Roads"  of  October  30: 

WHEREAS,  The  International  Road  Congress,  proposed  to  be 
held  at  Worcester,  Mass.,  December  14  to  17,  1915,  has  suggested 
that  December  15  be  designated  as  American  Road  Builders' 
Association  Day,  and 

WHEREAS,  Such  action.  If  taken  and  concurred  in  by 
American  Road  Builders'  Association,  would  tend  to  give 
Impression  that  the  said  association  is  in  cooperation  in 
promotion  and  management  of  the  congress,  and 

WHEREAS,  The  American  Road  Builders'  Association 
tered  into  an  agreement  in  connection  with  the  recent  joint  con- 
vention held  at  Oakland,  California,  to  the  effect  that  it  would 
not  hold  another  convention  during  the  year  1915,  and 

WHEREAS,  The  Board  of  Directors  of  the  American  Road 
Builders'  Association  deeply  appreciates  the  honor  extended  to 
It  by  the  management  of  the  proposed  Worcester  congress  In 
suggesting  that  one  day  be  set  apart  as  American  Road  Build- 
ers' Association  Day,  and,  while  wishing  to  express  its  appre- 
ciation of  this  courtesy,  it  believes  that  the  announcement  that 
the  Association  has  joined  in  the  arrangement  of  the  details  of 
the  congress  might  be  construed  as  a  violation  of  the  pledge 
It  has  given;  therefore, 

BE  IT  RESOLVED,  That,  while  the  Board  heartily  sympa- 
thizes with  the  efforts  of  the  Chamber  of  Commerce  of  Wor- 
cester to  arouse  and  further  public  interest  in  improved  road 
construction  and  maintenance  and  commends  to  the  members  of 
the  American  Road  Builders'  Association  the  proposed  road 
congress,  it  feels  that  under  the  circumstances  this  Association 
should  retrain  from  participating  as  an  association  in  the 
management  or   program   of   the   congress. 


the 
the 
the 

en- 


A.  R.  B.  A.  Notes 

Blake  Taylor,  formerly  Special  District  Road  Engineer  of 
Wetzel  County,  West  Virginia,  has  been  placed  in  charge 
of  street  improvements  to  be  made  at  Berkeley  Springs, 
W.  Va. 

R.  C.  Terrell,  Commissioner  of  Public  Roads  of  Ken- 
tucky, was  reelected  Secretary  of  the  Kentucky  Good  Roads 
Association  at  the  recent  annual  convention  of  that  organi- 
zation held  at  Louisville,  Ky. 

W.  P.  Blair,  of  Cleveland,  Ohio,  was  reelected  Secretary 
of  the  National  Paving  Brick  Manufacturers'  Association  at 
the  twelfth  annual  convention  of  that  organization  held  at 
Dayton,  Ohio,  early  last  month.  Mr.  Blair  is  also  a  mem- 
ber of  the  new  Board  of  Directors. 

Albert  T.  Rhodes,  Street  Commissioner  of  Worcester, 
Mass.,  has  been  elected  a  member  of  the  Executive  Com- 
mittee of  the  Society  for  Street  Cleaning  and  Refuse  Dis- 
posal of  the  United  States  and  Canada.  The  formation  of 
this  organization  was  noted  in  "Good  Roads"  for  October  16. 


November  6,  1915 


GOOD    ROADS 


269 


G.  M.  Harbert  has  been  appointed  County  Road  Engineer 
of  Harrison  County,  West  Virginia,  with  headquarters  at 
Clarksburg. 

Robert  M.  Cooksey,  formerly  Principal  Assistant  Engi- 
neer of  the  Paving  Commission  of  Baltimore,  Md.,  has  been 
appointed  Highway  Engineer  of  that  city. 

Walter  G.  Leininger,  Superintendent  of  Streets  of  Chicago, 
111.,  was  elected  a  member  of  the  Executive  Committee  of 
the  newly  organized  Society  for  Street  Cleaning  and  Refuse 
Disposal  of  the  United  States  and  Canada. 

Edward  S.  Smith,  formerly  State  Highway  Engineer  of 
Idaho,  has  been  appointed  Chief  Engineer  of  the  proposed 
Yellowstone  Park  Highway.  This  highway,  which  will  be 
about  60  miles  long,  will  connect  Yellowstone  Park  with 
the  existing  state  highway  system  and  will  be  built  jointly 
by  the  U.  S.  Forest  Service,  Fremont  County  and  the  State 
of  Idaho,  some  portion  of  the  funds  being  obtained  from 
private   subscriptions. 


.    PERSONAL   NOTES 


Marshall  K.  White  has  been  appointed  City  Engineer  of 
Jackson,  Tenn. 

Leo  HoUingshead,  County  Engineer  of  Lucas  County, 
Iowa,  has  resigned. 

Edward  S.  Ault  has  been  appointed  City  Engineer  of  Mar- 
ion, O.,  succeeding  H.  H.  Noyes. 

Theodore  Brindle  has  resigned  as  Division  Engineer  of 
the  Ohio  State  Highway  Department. 

Percival  H.  Everett  has  resigned  as  Chief  Engineer  of  the 
Kern   County    (Cal.)    Highway   Commission. 

D.  L.  Teal  has  been  appointed  County  Engineer  of  Lucas 
County,  Iowa,  to  succeed  Leo  HoUingshead,  whose  resigna- 
tion is  noted  elsewhere  in  this  column. 

John  Laylin,  Assoc.  M.  Am.  Soc.  C.  E.,  Norfolk,  O.,  has 
resigned  as  Division  Engineer  of  the  Ohio  State  Highway 
Department,  to  take  a  position  with  the  Ohio  Paving  Brick 
Association. 

R.  L.  Carlinghouse,  who  has  been  connected  with  County 
Highway  Commission  of  Kern  County,  Cal.,  has  been  at- 
tached to  the  force  of  the  State  Highway  Department  with 
headquarters  at  Fresno,  Cal. 

Wright  Willingham,  Rome,  Ga.,  has  been  elected  a  mem- 
ber of  the  Board  of  Directors  of  the  United  States  Good 
Roads  Association,  to  fill  the  vacancy  caused  by  the  death 
of  Senator  W.  D.  West,  who  was  one  of  the  founders  of  the 
association. 


MEETINGS 


Washington  State  Good  Roads  Association 

The  annual  convention  of  the  Washington  State  Good 
Roads  Association  was  held  at  Ellensburg,  Wash.,  on  Tues- 
day and  Wednesday  of  this  week.  There  was  a  large  attend- 
ance, including  a  number  of  state  highway  officials. 

One  of  the  principal  topics  at  the  convention  was  a  discus- 
sion of  the  advisability  of  delegating  the  apportioning  of  state 


road  funds  to  the  State  Highway  Board  instead  of  leaving  it 
with  the  Legislature  as  at  present. 

Other  matters  which  engaged  the  attention  of  the  meeting 
were  the  standardization  of  specifications  for  permanent  high- 
ways and  the  question  of  whether  the  inspector  of  construc- 
tion should  be  a  man  selected  by  the  county  commissioners 
or  an  engineer  appointed  by  the  State  Highway  Board. 


Louisiitna  State  Good  Roads  Association 

The  annual  convention  of  the  Louisiana  State  Good  Roads 
Association  opened  yesterday  at  Alexandria,  La.,  and  con- 
tinued today,  with  Purnell  M.  Milner  of  New  Orleans,  La., 
President  of  the  organization,  in  the  chair. 

Among  the  speakers  were  W.  W.  Whittington,  Mayor  of 
Alexandria,  who  delivered  an  address  of  welcome  at  the  open- 
ing session,  and  W.  E.  Atkinson,  State  Highway  Engineer. 
There  was  an  exhibition  of  lantern  slides  loaned  by  the  U.  S. 
Office  of  Public  Roads. 

Altliough  it  was  organized  only  about  a  year  ago,  the  mem- 
bership of  the  association  has  increased  rapidly.  There  are 
several  classes  of  membership  among  them  industrial  mem- 
berships including  manufacturers  of  road  machinery  and  ma- 
terials, the  police  juries  of  the  parishes,  affiliated  member- 
ships, which  include  automobile  organizations  and  the  like, 
contributing  memberships  and  popular  memberships. 


COMING  MEETINGS 


November  11-12 — League  of  Texas  Municipalities — Third 
annual  convention,  Greenville,  Tex.  President,  R.  M.  Chap- 
man, Mayor  of  Greenville. 

November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  Am-erican  Building,  Philadelphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


The  Road  Convention  Under  the  Auspices  of  the 
Worcester  Chamber  of  Commerce 

The  plans  for  the  good  roads  meeting  designated  as  the 
International  Road  Congress  which  will  be  held  under  the 
auspices  of  the  Chamber  of  Commerce  of  Worcester,  Mass., 
at  that  city,  December  14-17,  are  rapidly  taking  definite 
shape,  according  to  recent  reports. 

As  has  been  previously  noted  in  these  pages,  the  meet- 
ings will  be  held  in  the  new  Bancroft  Hotel,  while  the  ex- 
hibition of  road  building  machinery  and  materials  will  be 
housed  in  the  Worcester  Auditorium. 

The  Program  Committee,  of  which  Harold  Parker  is 
Chairman,  is  working  on  the  program  and  it  is  expected 
that  the  speakers  will  be  announced  in  the  near  future.  Re- 
ports also  indicate  that  success  is  attending  the  efforts  to 
secure  exhibits. 

While  an  invitation  is  extended  to  everyone  interested  in 
road  building,  special  efforts  are  being  made  to  bring  to- 
gether the  road  builders  of  New  England.  Special  invita- 
tions have  been  sent  to  the  principal  road  and  street  offi- 
cials in  the  New  England  states,  and  the  governors  of  those 
states  have  been  invited  to  attend  and  to  make  addresses. 


270 


GOOD    ROADb 


November  6,  1915 


NEW  PUBLICATIONS 


UNIVERSITY  OF  MICHIGAN:  SHORT  COURSE  IN  HIGHWAY 
ENOINBERINQ.     PROCEEDINGS    OF.       Published    as     the 
September    number    of    the    University    "Bulletin "      Paper; 
Cx>  Ins.  Ill  pp. 
Included  in  the  contents  of  this  publication  are  the  follow- 
ing:    A  brief  synopsis  of  the  short  course  in  highway  engi- 
neering held  at  the   University   February   15   to  20,   1915,  a 
program   of  the  course,  and  the  text  of  various  addresses 
and  lectures  presented  during  the  course,  together  with  re- 
ports of  discussions. 

nBNNSYLVANIA  STATE  HIGHWAY  DEPARTMENT.  BUREAU 
OF  TOWNSHIP  HIGHWAYS.  "ROAD  LAWS  AND  IN- 
STRl"CTIO.VS;"  Bulletin  No.  11  of  the  Bureau;  Issued  for 
the  Information  of  Township  Supervisors. — Paper;  6x9  Ins., 

u  pp. 
This  bulletin  comprises  the  text  of  the  amendments  to  the 
road  law  passed  by  the  1915  Legislature  and  other  legisla- 
tion. A  portion  of  the  book  is  given  to  a  review  of  the  laws 
relating  to  annual  reports  of  the  boards  of  township  super- 
visor*. 

RHODE    ISI^AND    HIGHWAY    NEWS:    Vol.    1.    No.    1.— Paper; 

tV4xll%    Ins..    16   pp.   and   covers;    Inset   map.      Published   by 

the   Rhode   Island   State   Board   of  Public   Roads,   Providence, 

R  h 

The  "Rhode  Island  Highway  News,"  the  first  number  of 
which,  dated  September,  1915,  has  just  been  received,  is  a 
publication  gotten  out  by  the  State  Board  of  Public  Roads 
and  is  similar  to  those  which  are  issued  by  the  highway 
authorities  of  several  other  states.  The  first  volume  is  well 
gotten  up  and  contains,  besides  a  statement  of  the  purpose 
of  the  bulletin,  an  outline  of  the  work  of  the  State  Board 
of  Public  Roads  in  1915,  short  articles  on  the  maintenance 
of  bituminous  macadam  and  water  bound  macadam  roads,  a 
description  of  the  business  methods  in  the  office  of  the 
board  and  discussions  of  various  phases  of  construction  and 
maintenance  work.  The  publication  is  illustrated  by  a  num- 
ber of  excellent  halftones  showing  roads  and  bridges,  some 
of  the  former  being  under  construction.  A  double  page 
road  map  of  the  state  is  inserted  in  the  middle  of  the  book. 


REPORTS 


MICHIGAN  ENGINEERING  SOCIETY,  PROCEEDINGS  ("THE 
MICHIGAN  ENGINEER.").— Paper;  6x9  ins.,  210  pp.,  illus- 
trated. Published  by  the  Society;  Samuel  J.  Hoexter,  Sec- 
retary, Ann  Arbor.  Mich. 

A  large  part  of  this  publication  is  devoted  to  the  pro- 
ceedings of  the  thirty-sixth  annual  meeting  of  the  Michi- 
gan Engineering  Society  at  Ann  Arbor,  January  19-21,  1915, 
including  the  papers  presented  at  that  meeting.  There  are 
also  included  committee  reports,  reports  of  officers  and  lists 
of  officers  and  members. 

WILMINGTON.  DELAWARE.  STREET  AND  SEWER  DEPART- 
MK.S'T;  Twenty-Eltthth  Annual  Statement  of  the  Board  of 
Directors,  for  the  Fiscal  Year  Ending  June  30,  1915. — 
Paper;  (x9  Ins.,  9H  pp.;  Inset  tables. 

Included  in  this  report  are  the  resolutions  adopted  by  the 
Board  of  Directors  of  the  Street  and  Sewer  Department  dur- 
ing the  year  covered  by  the  report;  reports  on  trees  and 
street  lighting;  lists  of  sewer  permits  and  vouchers;  financial 
and  other  statements;  report  of  the  Plumbing  Inspector; 
report  of  the  Chief  Engineer,  and  various  other  matters  per- 
tinent to  the  work  of  the  department. 

IOWA  STATE  HIGHWAY  COMMISSION:  First  Annual  Report, 
for  the  Period  from  April  t,  1913,  to  December  1,  1914. — 
Cloth:  (x>  Ins.    ISl  pp.;  Illustrated. 

This  report  is  divided  into  eight  parts,  which,  with  the 
subjects  covered,  are  as  follows:  Part  1,  Departmental  Re- 
port from  April  9,  1913,  to  December  1,  1913;  Part  2,  Depart- 
mental Report  for  the  Period  from  December  1,  1913.  to  De- 
cember I,  1914;  Part  3,  Road  Legislation;  Part  4,  Special 
Phases  of  Highway  Work;   Part  S,  Investigations  and   Re- 


search; Part  6,  Financial  Report;  Part  7,  Roads  Through  and 
Adjacent  to  State  Institutions;  Part  8,  Summary  by  Coun- 
ties. The  report  contains  a  large  mass  of  statistical  data  ar- 
ranged in  tables  and  a  considerable  amount  of  general  infor- 
mation relative  to  the  work  of  the  commission.  The  illustra- 
tions consist  chiefly  of  full-page  halftones  showing  bridges 
and  improved  roads.  There  are  also  several  construction 
pictures. 

MICHIGAN,  WAYNE  COUNTY  BOARD  OF  COUNTY  ROAD 
COMMISSIONERS;  Ninth  Annual  Report  to  the  Board  of 
Supervisors  for  the  Period  from  October  1,  1914.  to  Septem- 
ber 30.  1915. — Paper;  6x9ins.,   88  pp.;  illustrated;  inset  map. 

This  report  follows  very  closely  the  lines  of  the  previous 
reports  of  the  Wayne  County  board.  It  includes,  besides  de- 
tailed data  on  the  work,  and  financial  statements,  a  descrip- 
tion of  the  method  of  construction  followed  in  the  county 
work,  a  synopsis  of  changes  made  in  the  highway  law  of  the 
last  session  of  the  Legislature  and  the  specifications  in  use  in 
the  county.  The  illustrations  consist  largely  of  pictures  show- 
ing Wayne  County  roads  before  and  after  paving  with  con- 
crete. The  illustrations  also  include  several  showing  bridges 
and  culverts. 


NEWS    NOTES 


An  Elet'tlon  on  n  *3«M).tK)0  Road  Bond  Ixsue  in  the  Mannington 
District  of  Marlon  County,  W.  Va.,  has  been  postponed  indefi- 
nitely. 


The    Philndelphia    Bureau    of   Hishvrays    and    Street    Cleaning 

recently  awarded  contracts  for  grading  and  paving  amounting 
to  approximately   $141,893. 


An   Election   Has   Been   Called  In   Cherokee   County,  Tex.,   for 

November    16    on    the    proposition    to    issue    $150,000    bonds    for 
use  in  Road  District  No.  1. 


Plans  for  a  *I,00«,000  Bridge  at  Robert  St.,  St.  Paul,  Minn., 
are  being  prepared  for  the  Robert  Street  Improvement  Asso- 
ciation,  of  which   P.   B.   Nelson   is   President. 


London,  Ontario,  Has  Spent  ¥125,998.43  on  street  work,  as 
follows:  38,207  sq.  yds.  asphalt  paving,  $88,114.58;  1,670  sq.  yds. 
brick  paving,  $4,609;  3,178  sq.  yds.  concrete  paving,  $4,455; 
39,660    ft.    curb   and    gutter,    $12,612.21,    and   27,629   ft.    sidewalk, 

$15,807.64. 


The  Oregon  HiKhvray  Commission  recently  passed  a  resolu- 
tion setting  aside  $90,000  for  the  completion  of  the  highway 
between  Hood  River  and  Mosier,  provided  Waco  County  will 
construct  a  highway  from  Mosier  to  Fairbanks.  Another  reso- 
lution provides  for  an  appropriation  of  $10,000  for  a  highway 
from  Bend,  Crook  County,  to  Crater  Lake  If  the  Crook  County 
Court  raises  an  equal  amount. 


The   State  Approprlntion   for   Road   Work   In    Suffolk   County, 

N.  Y.,  for  1916,  amounts  to  $101,578,  divided  among  the  towns 
as  follows:  Babylon,  $4,109;  Brookhaven,  $20,424;  East  Hamp- 
ton, $5,918;  Huntington,  $14,014;  Isllp,  $25,401;  Riverhead,  $5,- 
648;  Shelter  Island,  $2,275;  Smlthtown,  $6,168;  Southold,  $7,278. 
and  Southampton,  $10,343.  In  order  to  make  the  allowances 
available,    the    towns    must   contribute    twice    as   much. 


The  Substitution  of  a  Mortar  Bed  tor  the  Sand  Cushion  in 
Brick  Pavement  Construction  was  advocated  in  a  paper  pre- 
sented by  Division  Engineer  R.  L.  Bell  of  the  Illinois  State 
Highway  Department  at  the  Northwestern  Road  Congress  held 
in  Grand  Rapids,  Mich.,  early  last  month.  Mr.  Bell  reviewed 
work  done  at  Paris.  111.;  Baltimore,  Md.;  St.  Louis,  Mo.,  and 
elsewhere,  describing  the  methods  in  some  detail.  According 
to  his  belief,  the  advantages  of  the  monolithic  type  of  con- 
struction are:  That  a  better  surface  can  be  obtained;  that  the 
work  of  the  contractor  and  Inspector  is  made  easier;  that 
guesswork  in  construction  is  eliminated:  that  a  saving  of  from 
10  to  12  cts.  per  sq.  yd.  over  the  old  method  is  effected:  that 
the  breaking  down  of  the  filler  at  construction  cracks  is 
eliminated,  since  each  brick  Is  rigidly  supported;  that  it  makes 
possible  experiment  with  thinner  bricks;  that  the  filler  reach- 
ing the  bottom  of  the  block  is  Insured;  that  a  flush  curbing 
is  made  unnecessary,  and  that  rumbling  In  the  pavement  Is 
done  away   with. 


November  6,  1915 


GOOD    ROADS 


271 


EQUIPMENT  —  TRADE  —  MATERIALS 


Low  Charging   Concrete   Mixers 

In  the  accompanying  illustrations  is  shown  a  low  charg- 
ing concrete  mixer  which  has  recently  been  put  on  the 
market. 


SMITH-CHICAGO   LOW    CHARGING   MIXER 

The  machine  consists  of  a  power  plant  and  a  concrete 
mixer,  mounted  on  a  low  4-wheeled  truck,  with  loading  plat- 
form, which,  when  not  in  use,  is  folded  up  against  the  side 


The  principal  advantage  claimed  for  these  mixers  is  the 
low  charging  device,  which  is  practically  the  same  on  all  four 
sizes.  The  loading  platform  is  from  18  to  32  ins.  above  the 
ground.  Barrows  are  run  up  a  short  plank  to  the  platform  and 
dumped  directly  into  the  drum,  the  feed  end  of  which  is  left 
almost  entirely  open.  Another  point  emphasized  in  connec- 
tion with  the  machine  is  the  elimination  of  splashing.  This, 
it  is  stated,  was  brought  about  by  increasing  the  width  of  the 
drum  and  adding  a  short  wing  on  the  feed  side  of  the  blade. 
The  manufacturers  also  call  attention  to  the  dust-proof  cas- 
ing encircling  the  gear  wheel  and  the  driving  pinion,  and  the 
rapid  discharge. 

The  four  sizes  of  the  machine  are  known  as  the  Smith- 
Chicago  Low  Charging  Mixers,  the  smallest  being  designated 
as  the  3-ft.  Low  Charging  Mixerette.  The  machines  are 
built  by  the  T.  L.  Smith  Co.,  of  Milwaukee,  Wis. 


Hassam  Bi-co-mac  Pavement 

A  portion  of  Russell  Street  ni  Worcester,  Mass.,  which 
was  paved  last  year  with  Hassam  Bi-co-mac  pavement,  refer- 
ence to  which  was  made  in  "Good  Roads"  of  last  week,  is 
shown  in  the  accompanying  illustration.  The  photograph 
from  which  the  illustration  was  reproduced  was  taken  on 
August  26  during  the  inspection  tour  of  the  Massachusetts 
Highway  Association,  and  several  of  the  machines  carrying 
the  party  are  shown. 

The  Hassam  Bi-co-mac  pavement  is  essentially  a  concrete 
pavement  with   a  bituminous  covering  and  is,  according  to 


Number  of  Mixer   : 503 

Size  ot  batch,  mixed  concrete,  cu.  ft t 3 

Practical  proportions,  cement,  sand  and  crushed  stone  V4  :1%  :3 

Output  (45  batches),  in  loose  mixed  material  per  hour,  cu.  yds 5 

Horse  power  required 2 

Speed  of  driving  shaft,  R.  P.  M 90 

Speed  of  drum,  R.  P.  M 9 

Height  of  loading  platform,  ins 18 

Height  of  feed  opening  in  drum,  ins 29 

Diameter  of  feed  opening  in  drum,  ins 24 

Height  of  discharge  chute  from  ground,  ins 22 

Weight  on  truck  with  gasoline  engine,  lbs 2,200 

Weight  on  truck  with  steam  engine  and  boiler,  lbs .... 


504 

506. 

509 

4 

6 

9 

1:2:3% 

1:3:6 

2:4:S 

6'^ 

10 

15 

3 

4 

6 

100 

110 

110 

9 

9 

10 

20 

26 

32 

29 

35 

41 

24 

28 

28 

26 

31% 

37% 

3,100 

4,300 

5,800 

5,000 

6,200 

of  the  mixer.  The  machine  is  built  in  four  sizes,  the  smallest 
having  a  capacity  of  3  cu.  ft.  of  mixed  concrete  per  batch; 
the  next,  4  cu.  ft.;  the  next,  6  cu.  ft.,  and  the  largest,  9  cu.  ft. 
The  accompanying  table  shows  some  of  the  principal  dimen- 
sions, capacities,  etc.,  of  the  four  sizes. 


the  builder,  the  result  of  a  search  for  a  durable  foundation 
combined  with  a  top  having  the  characteristics  of  Portland 
cement  concrete,  together  with  resiliency,  this  top  being  so 
built  as  to  unite  with  the  foundation.  The  method  of  con- 
structing the  pavement  is  as  follows: 


MIXER   SHOWN  IN    ILLUSTRATION    ABOVE— LOADING 
PLATFORM    FOLDED 


HASSAM    BI-CO-MAC    PAVEMENT    ON    RUSSELL    ST., 
WORCESTER,  MASS. 


272 


GOOD    ROADS 


November  6,  1915 


A  coarse  of  broken  stone  from  lyi  to  2^4  ins.  in  diameter 
is  spread  to  a  depth  of  not  less  than  5  ins.  and  rolled  until 
thoroughly  compacted  and  of  the  desired  cross  section.  The 
stone  may  be  any  hard  broken  rock  free  from  small  pieces, 
dost  or  dirt  After  rolling,  the  course  is  grouted  to  within 
H  in.  of  the  surface  with  Hassam  grout.  This  consists  of  two 
puts  of  sand  to  one  or  more  parts  of  Portland  cement,  ac- 
cording to  conditions,  mixed  with  water  in  the  Hassam  grout 
mixer.  After  the  application  of  the  grout  and  before  it  has 
attained  any  appreciable  set,  the  foundation  is  thoroughly 
rolled  to  force  the  grout  into  the  voids  and  prevent  the  for- 
mation of  air  bubbles.  Before  the  foundation  has  set  the 
wearing  surface  is  laid,  this  being  done  in  order  to  insure 
complete  bonding  of  the  top  course  and  the  foundation.  The 
top  consists  of  a  mixture  of  various  materials  in  the  following 
proportions:  1  cu.  yd.  clean  J^-in.  trap  rock;  %  cu.  yd.  clean 
sand,  free  from  loam  and  clay;  166  lbs.  Portland  cement,  and 
57  gals,  of  Bi-co-mac  diluted  with  20  per  cent,  of  water.  Tht 
Bi-co-mac  is  a  bituminous  material  which,  by  a  patented  proc- 
ess, is  so  prepared  that  it  is  soluble  in  water.  The  mixture 
may  be  made  either  by  hand  or  by  machinery  and  is  not 
qnick  drying.  It  is  rolled  immediately  after  upplication  to  a 
finished  depth  of  about  1  in. 

The  foundation  may  be  laid  and  the  surface  put  on  in  one 
day,  according  to  the  builder,  and  the  pavement  can  be  ^-hrown 
open  to  travel  as  soon  as  the  base  has  set.  Among  the  ad- 
vantages claimed  for  the  pavement  are  that  it  can  be  laid  by 
any  contractor;  that  the  plant  required  is  very  simple;  that  th(» 
cost  of  maintenance  and  repair  is  low,  and  that  the  pavement 
is  durable,  not  noisy  and  not  slippery. 

The  patents  for  the  processes  employed  in  the  construc- 
tion of  the  pavement  are  held  by  the  Hassam  Paving  Co.,  of 
Worcester,  Mass. 


Hie  Locke  Hand  Level  in  Highway  Work 

The  Locke  hand  level  of  a  type  recently  put  on  the  market 
by  the  David  White  Co.,  of  Milwaukee,  Wis.,  is  shown  in  the 
accompanying  illustration. 


LOCKK   HAND   LKVKL,  OK   TYi'K    MADE   BY    THE    UAVIU 
WHITE   CO.,   MILWAUKEE,   WIS. 

In  discussing  this  instrument,  the  manufacturers  point  out 
that  it  is  useful  not  only  on  reconnoissance  work  but  also  in 
much  of  the  other  surveying  which  is  incidental  to  highway 
work.  In  a  great  deal  of  civil  engineering  work,  too  much 
time  and  care  is  apt  to  be  given  to  minor  details  in  which  no 
great  precision  is  required.  In  such  work  as  this  an  experi- 
enced engineer  can  readily  make  use  of  the  hand  level.  It 
should  not  be  understood,  however,  that  the  use  of  this  in- 
strument reqjires  any  great  degree  of  skill. 

One  of  the  chief  uses  to  which  the  hand  level  has  been 
put  in  highway  work  is  the  transferring  of  grades  to  and 
from  stakes  at  the  side  of  the  road.  This,  of  course,  requires 
the  use  of  a  rod,  as  in  ordinary  leveling,  but  it  is  possible 
to  work  much  faster  than  when  time  has  to  be  taken  to  set 
up  a  Wye  or  dumpy  level.  It  is  also  used  to  advantage  in 
securing  elevations  for  preliminary  surveys  made  for  the 
purpose  of  plotting  topography  along  the  rights  of  way. 
Such  work  can  often  be  done  by  an  experienced  observer 
working  without  assistants.  By  using  the  tape  and  rod  also, 
it  is  often  possible  to  make  the  hand  level  take  the  place 
of  the  Wye  level  in  more  elaborate  work,  thus  saving  con- 
nderable  time. 


Shop  Inspection  of  Steel  by  the  Illinois  State  Highway 
Department 

The  Illinois  State  Highway  Department  has  recently  an- 
nounced its  readiness  to  undertake  the  inspection  of  struc- 
tural steel  before  shipment  from  the  fabricators. 

In  the  announcement  of  the  adoption  of  this  policy  it  is 
stated  that  it  is  the  belief  of  the  department  that  it  is  to  the 
advantage  of  both  the  contractor  and  the  owner  to  have  shop 
inspection  of  structural  steel  before  shipment  is  made.  It 
is  stated  that  if  the  department  is  noified  two  or  three  days 
before  structural  material  is  ready  for  inspection  it  will  send 
an  inspector  to  the  plant. 


TRADE  NOTES 


The  Huntington-Chesapeake  Bridge  Co.,  Huntington, 
W.  Va.,  has  been  incorporated  under  the  laws  of  West  Vir- 
ginia for  the  purpose  of  building  a  bridge  across  the  Ohio 
River  between  Huntington  and  Chesapeake,  O.  The  incor- 
porators are  J.  C.  Miller,  R.  P.  Aleshire,  Herbert  Fitzpatrick, 
Paul  Hardy,  Frank  Enslow,  Jr.,  and  Thomas  W.  Harvey,  all 
of  Huntington. 

The  Berger  Mfg.  Co.,  of  Canton,  Ohio,  has  recently  issued 
an  82-page  catalogue  descriptive  of  its  reinforcing  and  furring 
plates.  Included  in  the  line  of  steel  described  in  the  cata- 
logue are  the  company's  "multiplex"  steel  plates  for  bridge 
floors.  The  catalogue  is  printed  in  red  and  black  on  paper 
of  excellent  quality  and  is  profusely  illustrated  by  half- 
tones and  line,  drawings  illustrating  the  company's  products 
and  their  use  in  construction  of  various  kinds. 

"Stanolind  Paving  Asphalt"  is  the  title  of  a  small  booklet 
recently  issued  by  the  Standard  Oil  Co.  (Indiana),  of  72 
West  Adams  St.,  Chicago,  111.  The  booklet,  which  is  3'A 
by  6  ins.  in  size,  consists  of  24  pages  and  cover,  and  is  de- 
voted to  the  company's  line  of  "Stanolind"  paving  asphalt. 
This  asphalt  is  made  in  several  grades  for  use  in  sheet  as- 
phalt pavements,  asphaltic  concrete  pavements  and  asphaltic 
macadam  pavements  and  seal  coats  for  water  bound  ma- 
cadam and  other  roadways.  The  booklet  includes  technical 
descriptions  of  the  various  asphalts  mentioned,  together  with 
specifications  for  asphaltic  concrete,  asphaltic  macadam,  bi- 
tuminous wearing  surfaces  and  asphalt  cements  for  various 
uses.  The  booklet  also  contains  specific  gravity  tables  and  a 
table  showing  the  amount  of  oil  or  liquid  asphalt  required  for 
one  mile  of  road  of  various  widths  and  of  varying  applica- 
tions per  sq.  yd.  The  book  is  printed  in  three  colors  on 
paper  of  good  quality. 

Austin  Bros.,  of  Dallas,  Tex.,  and  Atlanta,  Ga.,  have  re- 
cently issued  a  very  convenient  catalogue  and  handbook. 
The  publication  is  a  well-bound  book  of  280  pages,  well 
printed  and  profusely  illustrated.  In  it  is  described  the  com- 
pany's line  of  machinery  and  equipment  for  road  and  street 
work,  steel  bridges,  metal  culverts,  tanks,  etc.  The  contents 
also  include  tables  of  various  kinds,  specifications,  lists  of 
terms  and  other  valuable  miscellaneous  data.  The  road  ma- 
chinery listed  comprises  scrapers,  plows,  dump  wagons,  road 
machines,  drags,  rock  crushers,  scarifiers,  road  rollers,  sand 
spreaders,  heating  kettles,  distributors,  sweepers,  sprinklers, 
bag  and  can  carriers,  flushers,  concrete  mixers,  wheelbar- 
rows and  concrete  carts,  etc.  Several  pages  oi  the  book  are 
given  up  to  metal  culverts,  tanks  and  roofing,  and  a  consid- 
erable portion  is  devoted  to  bridges.  Included  in  the  mis- 
cellaneous matter  are  the  following:  A  chapter  on  road 
building,  a  chapter  on  the  use  of  the  road  drag,  a  list  of 
definitions  of  terms  used  in  road  work,  and  a  set  of  general 
specifications  for  steel  highway  bridges. 


November  6,  191 S 


GOOD    ROADS 


273 


The  Scherzer  Rolling  Lift  Bridge  Co.,  Chicago,  111.,  has 
issued  a  new  booklet  regarding  its  product.  The  publication 
describes  briefly  the  inception,  development  and  use  of  the 
Scherzer  bridge  and  contains  a  number  of  illustrations  of 
typical  highway  structures. 

The  Goodyear  Tire  &  Rubber  Co.,  Akron,  O.,  had  an 
interesting  exhibit  at  its  branches  throughout  the  country 
during  the  week  ending  Thursday.  The  exhibit  was  identical 
at  all  branches  and  showed  by  photographs  and  other  means 
the  manner  in  which  rubber  is  handled  from  the  time  it  is 
drawn  from  the  tree  until  it  is  turned  out  of  the  factory  as 
a  finished  commercial  product. 

The  United  States  Steel  Products  Co.,  of  San  Francisco, 
Cal.,  has  issued  an  8-page  pamphlet  descriptive  of  an  experi- 
mental concrete  roadway  built  at  Riverbank,  Cal.  The  text 
describes  the  experiment  made  by  the  West  Sacramento 
Land  Co.  in  1912,  in  which  3,000  ft.  of  experimental  concrete 
roadway  consisting  of  10  sections  of  varying  lengths  were 
put  down.  According  to  the  booklet,  the  sub-title  of  which 
is  "Demonstrating  the  Superiority  of  Reinforced  Concrete 
Over  Plain  Concrete,"  the  sections  in  which  reinforcement 
was  used  are  the  best.  Included  in  the  booklet  are  three 
illustrations,  two  showing  sections  without  reinforcement  and 
one  showing  a  section  in  which  reinforcement  was  used. 

The  Ball  Engine  Co.,  of  Erie,  Pa.,  has  recently  issued  a 
bulletin  designated  as  S-12,  which  is  devoted  to  the  descrip- 
tion and  illustration  of  the  Erie  revolving  shovel  manufac- 
tured by  the  company.  '  The  bulletin  is  8J4  by  11  ins.  in  size 
and  consists  of  12  pages.  It  is  printed  on  heavy  white  paper 
of  good  quality  and  is  profusely  illustrated  by  half-tone  and 
line  cuts  showing  the  construction  of  the  shovel  and  its  use 
in  excavating  work.  The  text  includes  a  description  of  the 
shovel,  a  table  showing  the  main  specifications,  and  data  on 
the  cost  of  operating  the  machine.  The  company  has  also 
announced  that  in  a  short  time  there  will  be  ready  for  distri- 
bution another  bulletin  containing  a  number  of  illustrations 
showing  the  Type  B  shovel  engaged  in  handling  material  un- 
der various  conditions. 


BOOK  NOTICES 


ELEMENTS  OP  HIGHWAY  ENGINEERING,  by  Arthur  H.  Blan- 
chard,  M.  Am.  Soc.  C  E.,  Professor  in  Charge  of  the  Gradu- 
ate Course  in  Highway  Engineering,  Columbia  University, 
New  Yorlc,  N.  Y.  Cloth;  8vo,  xiii  +  514  pp.,  202  illustrations. 
John  Wiley  &  Sons,  Inc.,  432  Fourth  Ave.,  New  York  N.  Y. 
$3.00. 

This  book,  according  to  the  author's  preface,  was  written 
at  the  suggestion  of  several  professors  of  civil  engineering 
who  desired  a  "didactic  text,  covering  the  principles  of  high- 
way engineering,  of  such  length  as  to  be  suitable  for  one- 
semester  courses  included  in  civil  engineering  curricula."  It 
is  stated  that  the  text  is.  made  up  from  original  manuscript 
and  also  from  material  taken  from  Blanchard  and  Drowne's 
"Text-Book  on  Highway  Engineering,"  the  latter  having  been 
revised  to  meet  the  requirements  of  the  use  for  which  the 
present  work  is  intended.  The  chapter  headings  of  the  book 
ar  as  follows:  Historical  Review;  Economics,  Administra- 
tion, Legislation  and  Organization;  Preliminary  Investiga- 
tions; Surveying,  Mapping  and  Design;  Grading,  Drainage 
and  Foundations;  Earth  and  Sand-Clay  Roads;  Gravel  Roads; 
Broken  Stone  Roads;  Bituminous  Materials;  Dust  Preven- 
tion and  Bituminous  Surfaces;  Bituminous  Macadam  Pave- 
ments; Bituminous  Concrete  Pavements;  Sheet  Asphalt  and 
Rock  Asphalt  Pavements;  Cement  Concrete  Pavements; 
Wood  Block  Pavements;  Brick  Pavements;  Stone  Block 
Pavements;     Street    Cleaning    and    Snow    Removal;     Com- 


parison of  Roads  and  Pavements;  Sidewalks,  Curbs 
and  Gutters,  and  Highway  Structures.  There  are  also  three 
appendices,  as  follows:  Glossary  of  Terms  Applicable 
to  Highway  Engineering;  Tests  for  Bituminous  Materials, 
and  Tests  of  Non-Bituminous  Materials.  The  illustrations 
include  views  of  roads  of  different  kinds,  of  the  various  ve- 
hicles which  use  roads,  and  of  road  building  and  testing 
machines.  There  are  also  maps,  cross  sections  and  charts  of 
various  kinds. 

THE  COLUMBIA— AMERICA'S  GREAT  HIGHWAY.  By  Sam- 
uel C.  Lancaster. — Paper;  7x1014  ins.,  140  pp.;  illustrated; 
color  plates.  Published  by  Samuel  C.  Lancaster,  Portland. 
Ore.      $2.50. 

This  book  includes  besides  a  description  of  the  Columbia 
River  Highway  eight  chapters  of  other  matter  and  a  num- 
ber of  appendices,  and  is  intended,  in  the  words  of  Mr.  Lan- 
caster's preface,  to  be  "a  simple  story  beginning  with  the 
creation  of  the  mountains  and  ending  with  the  completion 
of  America's  great  highway  through  the  Cascade  Mountains 
to  the  Sea."  The  headings  of  the  eight  chapters,  besides 
the  chapter  dealing  with  the  Columbia  Highway  itself,  are, 
in  their  order,  as  follows:  "Formation  of  the  Cascade  and 
Sierra  Nevada  Ranges";  "Formation  of  the  Columbia  River 
and  the  Gorge";  "Early  Life  in  the  Columbia  Basin";  "The 
Fur  Traders";  "Early  Missionaries";  "Life  at  Fort  Van- 
couver"; "The  Struggle  to  Possess  the  Land,"  and  "Trans- 
portation on  the  Columbia."  The  appendices  are  as  fol- 
lows: "Flatheads";  "Whitman  Massacre";  "Indians  and 
River  Called  Multnomah";  "Indian  Beads  and  Mediums  of 
Exchange";  "Coinage  of  Gold  into  Beaver  Money";  "Chief 
Joseph  of  the  Nez  Perce."  The  book  is  printed  on  heavy 
white  paper,  the  portion  carrying  the  print,  which  is  in 
black,  being  of  a  light  buff  tint,  with  a  double  border  of 
the  same  color  about  a  quarter  of  an  inch  from  the  tinted 
portion  and  about  an  inch  from  the  edge  of  the  page.  The 
illustrations  consist  of  half-tone  and  line  engravings  printed 
in  black  on  the  buff  tinted  pages  and  full  page  color  plates. 
There  are  thirty-one  of  the  latter,  of  which  twenty-five  were 
reproduced  by  the  four-color  process  from  photographs 
made  by  color  photography.  These  colored  illustrations  are 
reproductions  of  scenes  along  the  Columbia  and  are  very 
fine  examples  of  an  unusual  method  of  illustration.  The 
halftones  are  also  excellent  and  are  well  chosen  as  illus- 
trative of  the  text.  In  the  back  of  the  book  is  a  four-color 
reproduction  of  a  panoramic  painting  of  the  Columbia  High- 
way from  Astoria  to  Hood  River.  This  is  printed  as  a 
folded  inset,  the  reproduction  being  18  ins.  in  length  by  about 
7  ins.  in  height. 


NEWS  NOTES 


The  City  OfflclaU  of  Durham,  N.  C,  are  contemplating  a 
$300,000  bond  issue.  If  the  voters  approve,  the  proceeds  will 
be  used  for  Improving  streets. 


Voters  of  Stewart  Connty,  Tenn.,  will  vote  December  6  on 
the  proposition  of  issuing  about  $200,000  in  bonds  for  the  pur- 
pose of  building  145  miles  of  roads. 


There  are  8,070  Railroad  CroHsiiies  on  the  County  and  Town- 
ship Road  Systemjn  of  Iowa,  according  to  the  recent  report  of 
the  State  Highway  Commission  of  that  state,  this  number 
being  exclusive  of  those  within  the  limits  of  incorporated 
cities  and  towns.  Of  the  total,  1,533  are  on  county  foads  and 
the  remainder,  7,143,  are  on  township  roads.  It  is  stated  that 
from  investigations  made  by  the  Highway  Commission  it 
■would  appear  that  there  is  an  average  of  nine  especially  dan- 
gerous crossings  In  each  county.  It  Is  stated  that  during  the 
past  year  the  commission  has  completed  field  surveys  for  the 
improvement  of  51  crossings  and  that  detailed  plans  and  esti- 
mates of  cost  have  been  made  for  31  of  these.  The  work 
contemplated  by  these  plans  involves  an  estimated  expendi- 
ture of  $137,880. 


274 


GOOD    ROADS 


November  6,  1915 


RECENT  PATENTS 


The  following  list  contains  the  numbers  of  the  principal 
patents  relating  to  roads  and  pavements  and  to  machinery 
nsed  in  their  construction  or  maintenance  which  have  re- 
cently been  issued,  together  with  the  names  and  addresses 
of  the  patentees,  dates  of  filing,  serial  numbers,  etc.  In  some 
cases  the  principal  drawing  has  also  been  reproduced. 
Printed  copies  of  patents  listed  may  be  obtained  for  5  cts. 
each  by  application  to  the  Commissioner  of  Patents,  Patent 
Office.  Washington,  D.  C: 

1.1S5.44S.  PHtX'KSS  FOIt  THE  M.\NUFACTURE  OF  A  PLAS- 
TIC AND  KLASTIC  XIATKHIAL  FOU  TARRING  ROADS 
OR  FOR  OTHKK  PURPOSKS.  Jean  Rosen,  Paris,  France. 
Filed  Auk-  8,  1»U.     Serial  No.  783,814.      (CI.  134-1.) 

l.tit.TlS.  TRACTOR  FOR  WAGONS  AND  THE  LIKE.  William 
K.  EldrtdKe.  Boston.  Mass.  Filed  June  17,  1914.  Serial  No. 
I4t.<7(.     (CL  21-90.) 

1.15t,7St.  DUMPING  WAGON.  Frederick  J.  Kunkel.  Balti- 
more. Md.  Piled  Dea  16,  1914.  Serial  iNo.  877,291.  (CI. 
>l-tC) 


l.ItS.TtS.  SCARIFIER.  Harry  C.  Clay,  Columbus,  Ind.,  as- 
■Isnor  to  Emerson-Brantlngrham  Co.,  Rockford,  111.,  a  cor- 
poration of  Illinois.  Filed  Sept.  3,  1914.  Serial  No.  859,967. 
<CL  t7-t0.) 


l.Itt.SW.     ROAD    GRADER.      Philip    Yeager,    Oran,    la.      Filed 
Mar.  22,  l>lt.     Serial  No.  16,117.     (CI.  37-7.) 


I.li(,t74.  METHOD  OF  FORMING  PAVING  BRICK.  James 
Ocorn  Adderson.  Renton,  Wash.,  assignor  to  Denny-Ren- 
ton  Clay  &  Coal  Co.,  Seattle,  Wash.,  a  corporation  of 
WaahlnKton.     Filed  Dec.  22,  1914.     Serial  No.  878,620.      (CI. 

I.KT^M.  CONCRETE  MIXER.  Henry  Fuehrer,  Hazleton  Pa 
Filed  Det  7,  1914.     Serial  No.  875,879.     (CL  83-78.) 


1,156,117.  PAVING  BLOCK.  Harry  E.  Warden,  Detroit,  Mich 
Filed  Apr.  17,  1915.     Serial  No.  21,957.     (CI.  94-8.) 

1.156.326.  VALVE  FOR  STREET  SPRINKLERS.  Frank  A 
Stlers,  St.  Louis,  Mo.,  assignor  of  one-halt  to  Philin  r' 
Walsh,  St.  Louis,  Mo.  Filed  Apr.  28,  1914.  Serial  No' 
834,984.      (CI.  137-4.)  '  »eriai    JNO. 

1.156.327.  STREET  SPRINKLER.  Frank  A.  Stlers  St  Louis 
Mo.,  assignor  of  one-half  to  Philip  R.  Walsh,  St"  Louis' 
Mo.     Filed  Apr.   28,   1914.     Serial  No.    834,985.      (CI    "137-64  )' 


1,157,297.  APPARATUS  FOR  USE  WHEN  PAVING  ROADS 
AND  THE  LIKE.  William  Blackwell  Cowell,  Catford 
England.     Filed  Mar.  15,  1915.     Serial  No.  14,412.     (CI.  94-6.) 

^•''Vu1N,=1^9'or^SeriL°15f44=2',5f6^.^"'^S:i^4':riT'    "'"      ^''"^ 

A.. 

/     /%:  ' 


1.157,749.  DUMPING  TRUCK.  Carl  J.  Young,  Seattle,  Wash 
Filed  July  7,  1914.     Serial  No.  849,415.     (CI.  21-20.) 

1,157,899.  CEMENT  LEVELING  AND  FINISHING  MACHINE. 
Sven  Oscar  Peterson,  Rock  Island,  111.  Piled  June  17  1914 
Serial  No.  845,562.     (CI.  94-6.) 

1,158,084.  SWING  BRIDGE.  Joseph  B.  Strauss,  Chicago,  III. 
Filed  Apr.  3,  1914.     Serial  No.  829,163.      (CI.  14-56.) 

1,158,224.  TAMPING  ATTACHMENT.  John  Jacobson,  Roberts, 
Mont.     Filed  Apr.  22,  1915.     Serial  No.  23,190.      (01.  55-115.) 

1,158,236.  CONCRETE  MIXER.  John  F.  Klann,  Los  Angeles, 
Cal.     Piled  Nov.  11,  1913.     SerialNo.  800,242.     (CI.  83-73.) 


-  At^r^<v^i  &>ts^ 


1,158,418.  ROAD  AND  PROCESS  OF  MAKING  THE  SAME. 
Thomas  M.  Hart,  New  York,  N.  Y.,  assignor  to  Perez  M. 
Stewart,  trustee.  New  York,  N.  Y.  Filed  Jan.  14,  1910. 
Serial  No.  538,043.      (CI.  94-1.) 


NEWS   NOTES 


Richmond,  Va.,  Has  a  Deflcit  of  9150,128.18  on  account  of 
street  work,  according  to  a  recent  report  of  the  Finance  Com- 
mittee. 


Twenty  Bridgrea  Will  Be  Built  in  the  counties  of  Dane,  Green, 
Jefferson,- Rock  and  Walworth,  Wis.,  to  replace  structures  dam- 
aged by  excessive  rains. 


The  District  CommlsHloners  of  the  District  of  Columbia  have 
decided,  it  is  understood,  to  spend  $150,000  on  street  improve- 
ments in  the  northwest  section  of  the  district. 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series.  Vol.  XLVIII 
New  Series,  Vol.  X. 


NEW  YORK,  NOVEMBER  13,  1915 


Number 
20 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


B.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address :   Gudrodes,  New  York. 


Subscription  price:  Fifty -two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows;  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements — ^will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Qast  Matter 


Iowa  Road  Plans  Must  be  Approved  by  State 
Highway  Commission 

The  monthly  "Service  Bulletin,"  issued  Ijy  the  Iowa  State 
Highway  Commission  calls  the  attention  of  county  en- 
gineers to  a  change  in  the  system  of  road  construction  which 
will  go  into  eflfect  on  January  1,  1916. 

Heretofore  it  has  been  the  custom  to  start  permanent 
road  work  as  soon  as  the  approval  of  the  district  engineer 
was  secured  on  the  grade  line.  After  the  first  of  the  year, 
it  will  be  necessary  to  secure  the  official  approval  of  the 
Stat?  Highway  Commission  to  all  plans  and  profiles  before 
the  work  may  be  started. 

The  "Service  Bulletin"  also  notifies  county  engineers  that 
blanks  have  been  forwarded  for  the  compilation  of  annual 
reports  and  that  the  reports  are  expected  to  be  in  the  hands 
of  the  commission  not  later  than  January  15. 


Indianapolis,  Indiana,  Making  Progress  in 
Street  Paving 

Paving  statistics  compiled  recently  by  B.  J.  T.  Jeup,  City 
Engineer  of  Indianapolis,  Ind.,  show  that  during  1914  and 
1915,  the  city  has  paved  a  total  of  42.24  miles  of  streets, 
including  four  miles  now  in  course  of  construction,  which 
will  be  completed  within  a  short  time. 

The  various  materials  used  for  paving  and  the  mileage  of 
each,   are   as    follows: 

Asphalt,  25.49  miles,  with  4  miles  additional  now  under 
construction;  bituminous  concrete,  2.91  miles;  brick,  0.96 
mile;  gravel,  8.37  miles,  and  concrete,  0.51  mile. 


Paving  in  Nashville,  Tennessee,  Under 
Special  Tax  Latv 

Nashville,  Tenn.,  has  completed  the  paving  of  27  streets 
for  which  contracts  were  awarded  in  1914  and  a  large  amount 
of  work  has  been  done  under  contracts  awarded  during  the 
current  year. 

Considerable  delay  has  been  experienced  in  some  instances, 
owing  to  the  fact  that  two  of  the  largest  contractors  were 
restrained  by  injunctions.  The  injunctions  were  dissolved 
recently,  however,  and  work  on  the  delayed  contracts  is 
progressing  favorably. 

The  paving  is  being  done  under  the  provisions  of  a  spe- 
cial act  known  as  the  abutting  property  tax  law. .  The  city 
has  issued  bonds  to  the  amount  of  $1,135,000,  the  sale  of 
which  realized  $1,250,781.50, 

Various  materials  are  being  used  in  the  paving  now  in 
progress,  among  them  being  bitulithic,  bituminous  macadam, 
brick,  concrete,  granite  block  and  wood  block. 


Future  Road  Expenditures  in  Ohio  Counties 

A  total  of  about  $6,000,000  will  be  expended  for  road  con- 
struction in  ten  Ohio  counties  during  the  next  five  years, 
according  to  recent  estimates. 

More  than  half  of  this  total  will  be  provided  by  increased 
county  levies  voted  for  at  the  recent  election.  The  coun- 
ties, the  rates,  the  number  of  years  for  which  the  rates  will 
be  levied,  the  annual  amounts  and  the  amounts  for  a  5-year 
period  are  shown  in  the  following  table: 

Rate  Time  Annual  Amount  in 

County  Mills  Years  Amount  5  Years 

Ashland    2              5  $90,000  $450,000 

Fayette    1              5  S5,000  425,000 

Highland    1              5  36,000  180,000 

Hocking    1 'A          5  37,000  185,000 

Muskingum     2              5  140,000  700,000 

Trumbull    1              5  100,000  500,000 

Washington     1%          5  72,000  360,000 

Montgomery    1              2  230,000                  

Richland     1              5  70,000  350,000 

Coshocton    1              5  38,000  190,Q00 

The  balance  of  the  $6,000,000  will  come  from  assessments 
against  abutting  property  and  from  the  portion  of  the  cost 
of  the  improvements  which  will  be  borne  by  the  townships 
through    which    the    roads   will   pass. 

It  is  predicted  that  at  the  1916  election,  at  least  thirty  coun- 
ties will  voted  increased  levies. 


Iowa  State  College  to   Have  Post 
Graduate  Highway  Course 

.\nnouncement  is  made  that  a  special  post  graduate  course 
in  highway  engineering  is  to  be  given  at  the  Iowa  State 
College,  Ames,  la.,  from  January  3  to  February  26,   1916. 

While  the  course  is  intended  for  engineers  who  desire  to 
specialize  in  some  line  of  highway  work,  it  is  announced  that 
those  entering  need  not  necessarily  be  technical  graduates. 
They  should,  however,  have  had  extensive  field  practice. 

The  instructors  will  be  Dean  A.  Marston,  Prof.  T.  R.  Agg, 
J.  E.  Kirkham,  Professor  of  Structural  Engineering;  Fred  R. 


276 


GOOD    ROADS 


November  13,  1915 


White.  Road  Engineer  of  the  State  Highway  Commission; 
John  H.  Ames.  Bridge  Builder  for  the  commission;  C.  B. 
McCtiUongh,  Commission  Engineer  of  Experiments,  and  John 
S.  Coyle,  Asphalt  Chemist  of  the  Engineering  Experiment 
Station. 

The  course  is  so  arranged  that  those  enrolling  may  take  the 
whole  course,  the  first  four  weeks  or  the  second  four  weeks 
and  still  complete  the  courses  taken  up.  Instruction  is  to 
be  given  by  lectures,  reference  work  and  laboratory  practice. 


Results  of  State  Inspection  of  Roads  in 
Rhode  Island 

The  results  of  the  spring  inspection  of  highways  made  by 
the  engineering  force  of  the  Rhode  Island  State  Board  of 
Public  Roads,  have  recently  been  made  public  in  a  bulletin 
issued  by  the  board. 

It  is  the  custom  of  the  board  to  make  a  thorough  inspec- 
tion of  the  highway  system  every  spring  and  fall.  Each  sec- 
tion of  road  is  visited  and  the  results  are  carefully  tabulated 


$26,000;  Jessamine,  $20,000;  Kenton,  $29,610;  Larue,  $14,295; 
Letcher,  $8,000;  Lewis,  $105,697;  Logan,  $18,500;  Madison, 
$38,313;  Mason,  $12,453;  McCracken,  $3,000;  McCreary,  $5,- 
SOO;  Meade,  $7,615;  Menefee,  $5,000;  Mercer,  $18,000. 


New  Orleans,  Louisiana,  to  Pave  34  Miles  of 
Streets   Next   Year 

Ordinances  were  adopted  recently  by  the  City  Council  of 
New  Orleans,  La.,  accepting  bids  for  street  paving  and  road 
surfacing  contracts  to  the  value  of  $1,334,465. 

Approximately  34  miles  of  roads  and  streets  are 
involved  in  the  contracts,  work  on  which  will  be  started 
after  January  1,  1916. 

At  the  same  meeting  the  City  Council  considered  an  or- 
dinance directing  the  Commissioner  of  Finance  to  call  for 
bids  on  an  issue  of  certificates  to  cover  the  cost  of  the  work. 
The  total  sum  will  be  assessed  against  property  holders 
who  will  have  ten  years  in  which  to  pay  the  indebtedness. 
The  city  will  pay  $221,561,  and  $27,151  will  be  charged  against 
the  street  railways. 


SUMMARY  OF  THE  RHODE  ISLAND  ROAD  SYSTEM    UNDER   THE   JURISDICTION    OF  THE   STATE 

BOARD  OF  PUBLIC  ROADS 


Division 

'  Bristol  Kent 

Total  mllea  maintained 28.69  65. S9 

Total  mllea  bituminous  macadam 19.19  18.58 

Total  mllea  water-bound  macadam 9.40  46.66 

Total  mlK-8  dirt  road 0.65 

Total  mllea  sood  roada 16.90  40.19 

Total  miles  fair  roada. . . .-. 3.87  14.69 

Total  miles  demandlne  reconatructlon 9.00  11.01 

Total  miles  surface  treatment   feasible 0.00  22.74 

Total  miles  bituminous   macadam  demanding;    seal-coat 1.7S  9.59 

Percentage  good  roads  to  total 59.1  61.0 

Percentage  fair  roads   to   total 13.6  22.3 

Percentage  good  and  fair  roads  to  total 72.7  83.3 

Percentage  worn-out  roada  to  total 31.5  16.7 

Roada  built  by  state 28.59  60.68 

Roads  built  by  towns 0.00  5.21 

Worn-out  state-built   roads 9.00  6.40 

Worn-out  town-built  roads 0.00  4.61 


Washing- 
ton 
Newport  Providence  (North) 
48.80  80.14  36.73 

10.89  23.92  13.46 

37.91  56.22  23.27 


24.03 
12.99 
11.78 

7.55 

0.00 
49.3 
26.6 
75.9 
24.1 
47.78 

1.02 
11.78 

0.00 


43.64 

22,47 

14.03 

15.27 

17.48 

54.4 

28.0 

82.4 

17.5 

78.48 

1.66 
12.50 

1.53 


15.07 
8.90 

12.76 
0.00 
1.25 

41.0 

24.2 

65.2 

34.8 

30.32 
6.41 
8.33 
4.43 


Washing- 
ton 
(South) 
64.33 
2.77 
61.56 

lV.25 
34.24 
16.84 
27.89 

0.00 
20.6 
63.2 
73.8 
26.2 
50.82 
13.51 
10.76 

6.08 


Total 

324.48 
88.81 

235.02 
0.65 

153.08 
97.16 
75."42 
73.45 
30.10 
47.2 
29.9 
77.1 
23.2 

296.67 
27.81 
59.95 
15.47 


with  a  view  to  laying  out  the  work  for  the  following  season. 

According  to  the  inspection  in  question,  the  board  has  un- 
der its  jurisdiction  a  total  of  324.48  miles  of  roads,  con- 
struction details  of  which  are  shown  in  the  accompanying 
Uble. 

The  bulletin  states  that,  in  the  opinion  of  the  board,  ap- 
proximately $2,000,000  will  be  needed  for  reconstruction  alone 
in  order  to  give  the  state  an  adequate  system  of  first-class 
trunk  lines. 


Sixty -One  Kentucky  Counties  Award  Road 
and  Bridge  G>ntracts 

Commissioner  of  Public  Roads  R.  C.  Terrell,  of  Kentucky, 
has  prepared  a  list  of  61  Kentucky  counties  which  have  re- 
cently awarded  contracts  for  the  construction  or  improve- 
ment of  roads  and  bridges. 

The  roads  are  all  inter-county  seat  highways  and  are  to 
be  constructed  with  state  aid,  under  the  supervision  of  the 
State  Road  Department. 

The  counties  in  which  the  work  is  to  be  done  and  the 
amounts  of  the  contracts  are  as  follows: 

Allen,  $6,589;  Anderson,  $15,800;  Barren,  $11,790;  Bath, 
$11,000;  Bell,  $14,000;  Bourbon  $29,809;  Boyd,  $19,700;  Boyle 
923,000;  Bullitt.  $5,000;  Caldwell,  $6,250;  Campbell,  $29,000;' 
Carter,  $7,500;  Christian,  $25,000;  Clark,  $26,328;  Daviess, 
$25fiO0;  Fleming,  $6,000;  Franklin,  $17,484;  Fulton,  $10,571; 
Garrard.  $10,400;  Grant,  $20,072;  Graves,  $30,109;  Grayson', 
$9,943;  Greenup.  $20,000;  Hardin,  $18,000;  Harrison,  $26,004; 
Hart.   $33:247.    Henry,   $10,000;    Hopkins,   $28,639;   Jefferson, 


NEWS    NOTES 


An  laaue  of  94SS,00O  Worth  of  Bonds  for  the  improvement  of 
streets  and  bridges   has   been   voted  in   Austin,   Tex. 


The  Electors   of   Mackinac   County,   Mich.,  will    vote   soon    on 
the  question  of  issuing  $200,000  in  bonds  for  county  roads. 


There  Will  Be  An  Election  in  Giles  County,  Tenn.,  December 
20,  on  the  question  of  issuing  bonds  to  the  amount  of  $500,000 
for  constructing  county  roads. 


An  Election  Will  Be  Held  at  Pensacola,  Pla.,  in  the  near 
future,  on  a  proposition  to  issue  bonds  to  the  amount  of  $500,- 
000  for  road  construction. 


The  Voters  of  Polk  County,  Fla.,  will  vote  soon  on  the  ques- 
tion of  Issuing  $1,000,000  worth  of  bond.s,  the  proceeds  of  which 
are  to  be  used  for  road  construction. 


An  Election  Will  Be  Held  in  Escambia  County,  Pla.,  on  Feb- 
ruary 1,  on  the  question  of  issuing  bonds  to  the  amount  of 
$1,000,000  for  the  purpose  of  constructing  roads. 


The  Board  of  Supervisors  of  Oakland  County,  Mich.,  will  call 
an  election,  to  be  held  some  time  in  April,  1916,  on  the  ques- 
tion of  issuing  $1,000,000  in  bonds  for  good  roads. 

The  City  Trustees  of  IlurlinKnme,  Cal.,  are  planning  a  pav- 
ing campaign.  It  is  proposed  to  expend  appproximately  $250,- 
000  on  ten  miles  of  streets  In  recent  additions  to  the  city. 


The  County  Commissioners  of  Buncombe  County,  X.  C,  have 
decided  to  resurface  and  repair  all  roads  leading  out  of  Ashe- 
vllle,  N.  C,  before  undertaking   any  new  construction   work. 


November  13,  1915 


GOOD    ROADS 


277 


COMING  MEETINGS 


November  17-19 — National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 

December  13-15. — Association  of  American  Portland  Ce- 
ment Manufacturers. — Annual  meeting,  New  York  City,  N.  Y. 
Secretary,  Percy  H.  Wilson,  Bellevue  Court  Building,  Phila- 
delphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  .  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


The  1916  Convention  of  the  A.  R.  B.  A. 

As  has  been  announced  in  previous  issues,  the  Board  of 
Directors  of  the  American  Road  Builders'  Association  has 
decided  to  hold  the  1916  convention  of  that  organization  at 
Pittsburgh,  Pa.,  or  Cleveland,  Ohio,  in  either  January  or 
February  of  next  year.  The  selection  of  date  and  place  has 
been  left  to  the  Executive  Committee,  which  is  now  consider- 
ing the   matter. 

The  change  in  the  time  of  holding  the  convention  from 
fall  to  the  late  winter  was  decided  upon  after  the  most  care- 
ful consideration  of  the  question  by  the  directors.  The  at- 
tendance at  the  A.  R.  B.  A.  conventions  is  always  made  up, 
principally  of  highway  officials,  engineers  and  contractors — 
in  other  words,  those  who  are  engaged  in  the  actual  con- 
struction and  maintenance  of  highways.  It  is,  of  course, 
desirable  that  the- convention  should  be  held  at  a  time  when 
these  road  builders  can  most  conveniently  attend,  and  al- 
though in  December,  during  which  month  meetings  have 
been  held  in  the  past,  work  is  at  an  end  in  many  places  it 
is  true  also  that  in  not  a  few  parts  of  the  country  work  is 
carried  on  more  or  less  extensively  up  to  the  first  of  Jan- 
uary. Another  point  taken  into  consideration  is  that  the 
holding  of  a  convention  early  in  the  year  makes  it  possible 
to  reach  many  newly  elected  officials  and  engineers  who 
take  office  at  or  near  the  first  of  the  year. 

The  decision  to  hold  future  conventions  in  January  or 
February  having  been  reached,  it  was  necessary  to  decide 
when  the  plan  should  be  put  into  operation.  Deferring  the 
inauguration  of  the  plan  until  1917  meant  that  the  1916  con- 
vention would  have  to  be  omitted  entirely  or  else  held  in 
the  fall  of  that  year,  which  would  bring  two  A.  R.  B.  A. 
conventions  within  a  few  months  of  each  other.  The 
Board  of  Directors  felt  that  the  omission  of  the  1916  con- 
vention was  out  of  the  question,  and  it  was  decided  that  the 
1916  meeting  should  be  held  in  January  or  February  and  that 
no  other  should  be  held  in  that  year. 


Program  of  the  Worcester  Road  Congress 

The  tentative  program  of  the  road  meeting  to  be  held  at 
Worcester,  Mass.,  December  14,  15,  16  and  17,  has  been 
prepared.  The  four  days  of  the  convention  are  designated 
as  "Governor's  Day,"  "Road  Builders'  Day,"  "Mayor's  Day" 
and  "Automobile  Day."  The  program  includes,  besides  the 
sessions  for  the  presentation  of  papers  and  the  delivery  of 
addresses,  several  entertainment  features.  The  proceedings 
on  Wednesday,  December  IS,  "Road  Builders'  Day,"  will  be 
under  the  auspices  of  the  Massachusetts  Highway  Associa- 
tion and  will  be  presided  over  by  Harold  Parker,  formerly 
Chairman  of  the  Massachusetts  Highway  Commission.     On 


Thursday,  December  16,  "Mayors'  Day,"  Mayor  George  M. 
Wright,  of  Worcester,  will  preside,  and  on  Friday,  Decem- 
ber 17,  "Automobile  Day,"  Col.  Wm.  D.  Sohier,  Chairman 
of  the  Massachusetts  Highway  Commission,  will  occupy 
the  chair. 

The  sessions  of  the  congress  will  be  held  in  the  ballroom 
of  the  Hotel  Bancroft,  while  the  exhibits  will  be  displayed  in 
the  Auditorium  adjoining. 

The  first  session  will  be  opened  at  2  p.  m.,  on  Tuesday, 
Dec.  14,  by  J.  Lewis  Ellsworth,  President  of  the  Worcester 
Chamber  of  Commerce.  The  address  of  welcome  will  be 
made  by  Governor  David  I.  Walsh,  of  Massachusetts,  and 
will  be  responded  to  by  Governor  Charles  W.  Gates,  of 
Vermont.  The  program  for  the  remainder  of  the  session  in- 
cludes addresses  by  the  Governors  of  New  Hampshire  and 
Rhode  Island. 

The  program  for  Wednesday,  Dec.  IS,  "Road  Builders' 
Day,"  includes  papers  as  follows:  "What  the  United  States 
Is  Doing  for  the  Good  Roads  Movement,"  by  Logan  Waller 
Page,  Director,  Office  of  Public  Roads  and  Rural  Engineer- 
ing, U.  S.  Department  of  Agriculture;  "History  of  Highway 
Development  in  Massachusetts,"  by  Wm.  E.  McClintock, 
Treasurer  of  the  Winnisimmett  Co.;  "Brick  Roads,"  by  Will 
P.  Blair,  Secretary  of  the  National  Paving  Brick  Manufac- 
turers' Association;  "Merits  of  Asphalt  Roads,"  by  Clifford 
Richardson,  Consulting  Engineer,  New  York,  N.  Y.;  "Se- 
lections of  Type  for  Road  Surfaces,"  by  Major  W.  W.  Crosby, 
Consulting  Engineer,  Baltimore,  Md.;  "The  Necessity  of 
Scientifically  Trained  Engineers  in  Highway  Construction," 
by  Dr.  Ira  N.  Hollis,  President  of  the  Worcester  Polytechnic 
Institute,  Worcester,  Mass.;  "City  Pavements,"  by  George 
W.  Tillson,  Consulting  Engineer  to  the  President  of  the 
Borough  of  Brooklyn,  New  York,  N.  Y.;  "Concrete  Bridges 
vs.  Steel  and  Wood,"  by  J.  R.  Worcester,  Consulting  Engi- 
neer, Boston,  Mass. 

Papers  scheduled  for  Thursday,  Dec.  16,  "Mayors'  Day," 
are  as  follows:  "The  Development  of  Improved  Highways 
in  Canada  and  What  It  Means  to  the  Dominion,"  by  W.  A. 
McLean,  Engineer  of  Highways,  Province  of  Ontario,  Can- 
ada; "The  Selection  of  Materials  for  Highway  Construc- 
tion," by  Dr.  Joseph  Hyde  Pratt,  Secretary  of  the  State 
Highway  Commission  and  State  Geologist  of  North  Caro- 
lina; "Financing  City  Streets,"  by  Nelson  P.  Lewis,  Chief 
Engineer,  Board  of  Estimate  and  Apportionment  of  New 
York  City;  "The  Organization  of  Highway  Departments," 
by  Wm.  H.  Council,  Chief,  Bureau  of  Highways  and  Street 
Cleaning,  Philadelphia,  Pa.;  "Boston's  Experience  with  Vari- 
ous Types  of  Street  Paving,"  by  James  M.  Curley,  Mayor 
of  Boston,  Mass.  The  program  for  the  afternoon  session 
includes,  besides  the  paper  by  Mayor  Curley,  of  Boston,  ad- 
dresses by  the  Mayors  of  Providence,  R.  I.,  and  Montreal, 
P.  Q.      ^ 

The  papers  and  addresses  scheduled  for  Friday,  Dec.  17, 
"Automobile  Day,"  are  as  follows:  "The  Automobile  and 
Its  Relation  to  Good  Roads,"  by  Geo.  C.  Diehl,  Chairman 
of  the  Good  Roads  Board  of  the  A.  A.  A.;  "The  Type  of 
Pavements  Now  Being  Laid  on  New  York  State  Highways," 
by  Edwin  Duffey,  New  York  State  Commissioner  of  High- 
ways; "The  Interest  of  the  National  Chamber  of  Commerce 
and  the  Good  Roads  Movement,"  by  John  H.  Fahey,  of 
Boston,  Mass.,  President  of  the  Chamber  of  Commerce  of 
the  United  States  of  America;  "Hail  and  Farewell,"  by  Chas. 
P.   Light,   Field   Secretary,   American    Highway   Association. 

Concerts  in  the  Auditorium  are  scheduled  for  4:30  p.  m.,  on 
Tuesday,  Wednesday  and  Thursday,  while  evening  enter- 
tainments in  the  ballroom  are  scheduled  for  Tuesday  and 
Thursday.  On  Wednesday  evening  at  8  p.  m.  there  will  be 
an  exhibition  of  moving  pictures  in  the  Grand  Theater.  Ac- 
cording to  the  program,  a  7,000-ft.  film  of  the  Lincoln  High- 
way will  be  shown  at  that  time. 


278 


GOOD    ROADS 


November  13,  1915 


MEETINGS 


Wa«hmgton  State  Good  Roads  Association 

The  lo«h  annual  convention  of  the  Washington  State  Good 
Koads  Association,  a  short  account  of  which  was  published 
in  the  Ust  issue  of  "Good  Roads,"  was  held  at  Ellensburg, 
Wash.,  October  2b  and  27.  Aside  from  the  reading  of  papers, 
the  principal  business  of  the  meeting  was  the  election  of 
officers,  which  resulted  as  follows: 

President,  E.  L.  Farnsworth,  Wilbur;  Vice  Presidents, 
Frank  Terrace,  Orillia;  Oliver  Hall,  Colfax;  E.  M.  Gillette, 
Wenatchee;  .\.  .1.  Reynolds,  Walla  Walla;  R.  L.  Sparger, 
Seattle;  Treasurer,  F.  J.  Wilmer,  Rosalia;  Secretary,  L.  H. 
Brown.  Spokane;  Chairman  E.xecutive  Committee,  Frank 
W.  Gnilbert,  Spokane. 


Midway  LeasTue  of  Texas 

A  statewide  good  roads  organization  was  formed  recently 
at  a  mass  meetinR  held  at  Liberty,  Tex.  The  new  associa- 
tion is  known  as  the  Highway  League  of  Texas  and  its  head- 
quarters will  t>e  at  Houston. 

The  object  of  the  league  is  to  originate  and  direct  good 
roads  campaigns  in  all  parts  of  the  state  where  the  neces- 
sity for  such  campaigns  is  apparent. 

Governor  James  E.  Ferguson,  of  Texas,  was  elected  Pres- 
ident of  the  new  organization.  The  other  officers  are  as 
follows:  Active  Vice  President,  Prof.  B.  K.  Coghlan,  High- 
way Engineering  Department,  .Agricultural  and  Mechanical 
College;  Second  Vice  President.  Paul  Heisig,  Beaumont: 
Third  Vice  President,  W.  F.  McCaleb,  Dallas;  Fourth  Vice 
President.  H.  \.  Fisher,  Crockett;  Fifth  Vice  President,  A.  S. 
Vandervoort,  Houston;  Sixth  Vice  President,  Leon  Walthall, 
San  .\ntonio;  Seventh  Vice  President,  R.  J.  Kleberg,  Kings- 
ville;  Secretary-Treasurer,  W.  J.  Meininger,  Rosenberg. 


New  Mexico  Highway  0£Ficiak  Association 

\l  a  recent  meeting  of  the  State  Highway  Officials'  Asso- 
ciation, which  was  held  at  Santa  Fe,  N.  M.,  resolutions  were 
adopted  indorsing  the  State  Highway  Commission  and  the 
county  road  board  system.  It  was  recommended  that  where 
necessary  for  the  sake  of  harmony  a  member  of  the  board  of 
county  commissioners  be  appointed  on  the  road  board. 

The  United  States  Department  of  Agriculture  was  request- 
ed to  make  provisions  for  an  advance  of  $2,000,000  annually 
for  building  roads  in  the  national  forests  of  New  Mexico. 
Congress  was  urged  to  pass  Joint  Memorial  No.  2,  asking 
for  2,000,000  acres  of  public  lands  in  New  Mexico  for  high- 
way purposes.  \  resolution  on  broad  tire  vehicles  was 
referred  to  the  legislative  committee. 

State  Engineer  James  A.  French  in  an  address  before 
the  association  stated  that  there  would  be  $1,250,000  avail- 
able for  good  roads  in  New  Mexico  during  the  coming  year. 
He  said  that  he  plans  to  have  1,000  men  at  work  by  January 
I.  to  make  every  road  in  the  state  passable. 

Governor  W.  C.  McDonald  made  an  address  in  which  he 
pledged  his  assistance  in  the  good  road  movement,  in  every 
possible  way. 

United  States  Senator  Thomas  B.  Catron  told  the  assembled 
delegates  that  the  bill  now  before  Congress,  appropriating 
1500.000.000  for  federal  aid  for  roads  was  almost  sure  to 
pass  at  the  next  session  and  that  this  would  give  New  Mexico 
$26,000,000  for  the  improvement  of  highways. 

Francis  E.  Lester,  of  Mesilla  Park,  was  re-elected 
President;  Fidel  Ortiz,  of  Las  Vegas,  was  elected  Vice 
President,  and  W.  M.  Atkinson,  of  Roswell,  Treasurer.  The 
r"ir.riiiiv^   Committee  consists  of  Governor  McDonald,  At- 


torney General  Frank  W.  Clancy,  Land  Commissioner  E.  P. 
Ervein,  State  Engineer  James  A.  French  and  three  others 
to  be  named  by  President  Lester.  The  legislative  committee 
is  to  consist  of  one  member  from  each  judicial  district. 


PERSONAL   NOTES 


George  C.  Love,  formerly  head  of  the  Department  of 
Streets,  Buildings  and  Sewers,  Memphis,  Tenn.,  has  been 
elected  Mayor  of  Memphis. 

Michael  A.  Foley,  a  former  Commissioner  of  Street  Clean- 
ing of  New  York  City,  N.  Y.,  died  recently  at  the  home  of 
his  daughter  in  Netcong,  N.  J. 

T.  C.  Ashcroft  has  been  elected  head  of  the  Department  of 
Streets,  Buildings  and  Sewers,  Memphis,  Tenn.,  succeeding 
George  C.  Love,  whose  election  to  the  office  of  Mayor  of  the 
city  is  noted  elsewhere  in  this  column. 

William  Goldsmith,  Assoc.  M.  Am.  Soc.  C.  E.,  who  has 
been  Superintendent  of  the  Municipal  Asphalt  Plant  of  the 
Borough  of  Manhattan,  New  York  City,  N.  Y.,  has  resigned 
to  become  Engineer  in  Charge  of  Construction  of  the  new 
Hampton   Farms,   N.  Y.,  Reformatory. 

Louis  K.  Rourke,  M.  Am.  Soc.  C.  E.,  whose  resignation  as 
Commissioner  of  Public  Works,  Boston  Mass.,  was  noted  in 
"Good  Roads"  for  May  IS,  and  Edward  C.  Sherman,  M.  Am. 
Soc.  C.  E.,  formerly  Designing  Engineer  of  the  Panama 
Canal,  have  formed  the  engineering  firm  of  Rourke  &  Sher- 
man, Boston,  Mass. 


NEWS  OF  THE  TRADE 


The  Sullivan  Machinery  Co.,  Chicago,  111.,  has  removed 
its  branch  sales  office  at  St.  Louis,  Mo.,  from  705  Olive 
Street  to  2006  Railway  Exchange  Building,  where  larger  and 
more  desirable  quarters  have  been  secured. 


The  Galion  Iron  Works  Co.,  Galion,  O.,  has  issued  "The 
Highway  Officials'  Guide  and  Official  Catalog  No.  16,"  a  32- 
page  booklet  with  dark  gray  cover,  printed  in  two  colors. 
The  publication  covers  the  company's  line  of  culvert  pipe, 
road  grading  machines,  drags,  rollers,  scrapers,  plows,  trac- 
tors, crushers,  scarifiers,   etc.,  and  is  profusely  illustrated. 


NEWS  NOTES 


AcrurdiuK  to  <he  .\nnual  Statement  of  the  United  State* 
MeoIoKical  Survey,  the  production  of  natural  asphalt  and  bitu- 
minous rock  during  1914  was  77,588  short  tons,  valued  at 
$630,623. 


A  (■ooil  KonilH  AHHoriatlon  was  organized  recently  in  Litaker 
Township,  Herkimer  County,  N.  C.  The  officers  are  M.  A.  J. 
Roseman.  President;  M.  A.  Kluttz,  Vice-President,  and  Freder- 
ick Stiles,  Secretary. 


Ciovernor  Urumbnuich  of  l>ennHylvanla.  in  a  recent  speech  to 
the  .Johnstown,  Pa.,  Chamber  of  Commerce,  announced  that  he 
Intended  to  give  Pennsylvania  1,000  miles  of  improved  high- 
ways each  year  during  the  remainder  of  his  administration. 


'I'be  Ked  Klver-to-tlie-(>iilf  HiKhwny  AHMoelation  was  organ- 
ized recently  at  a  meeting  held  at  Palestine,  Tex.  The  follow- 
ing officers  were  elected:  Chairman,  H.  A,  Fisher,  Crockett; 
VIoe-Chalrman,  E.  P.  Chandler,  Houston;  Secretary-Treasurer, 
T.  ]-.  Heauchamp,  Paris. 


^7f 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Serial,  Vol.  XLVIII. 
NtwSeriea,  Vol.  X. 


NEW  YORK,  NOVEMBER  20,  1915 


Number 
21 


Founded  January,  1892. 

published  weekly  by 
The  E.  Hi.  Po^vers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address :   Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 


Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted^ncluding 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements— will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 


Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Qass  Matter 

More  Highway  Expenditures  Planned  in  Mult- 
nomah County,  Oregon 

In  addition  to  the  highway  work  done  during  the  current 
year  in  Multnomah  County,  Ore.,  with  the  proceeds  of  the 
$1,250,000  bond  issue,  mention  of  which  has  been  made  in 
previous  issues  of  "Good  Roads,"  County  Roadmaster  J. 
B.  Yeon  has  evolved  a  program  for  1916  road  work  which 
will  require  the   expenditure  of  over  $588,000. 

Of  this  amount  approximately  $230,000  is  for  new  con- 
struction and  some  of  the  more  important  items  of  this  part 
of  the  program  are  as  follows: 

St.  Helen's  Road,  $35,000;  Germantown  Road,  $15,000;  Sky 
Line,  $30,000;  Base  Line  Road,  $50,000;  Capitol  Highway, 
$10,000;  Sandy  Road  and  cut-off,  $20,000;  Columbia  High- 
way, $73,660. 


Campaign   for   $3,000,000   Bond    Issue   in   St. 
Louis  County,  Missouri 

The  Permanent  Road  and  Bridge  Association  of  St.  Louis 
County,  Mo.,  an  organization  of  citizens  recently  formed  for 
the  purpose  of  urging  the  construction  of  a  system  of  roads 
and  bridges  in  St.  Louis  County,  has  established  headquarters 
at  Clayton,  Mo.,  and  has  commenced  an  active  campaign  for 
a  $3,000,000  bond  issue. 

It  is  the  plan  of  the  association  to  ask  the  St.  Louis  County 
Court  to  submit  the  bond  issue  to  the  voters  of  the  county 
early  in  1916.  In  the  meantime,  the  members  of  the  organ- 
ization are  conducting  a  personal  canvass  of  the  entire  county 
in  an  endeavor  to  secure  the  necessary  two-thirds  vote  in 
favor  of  the  proposition. 


At  present  St.  Louis  County  is  constructing  several  experi- 
mental sections  of  road  in  order  to  determine  which  of  several 
materials  is   the  most  suitable   for  the   county  highways. 

One  of  these  sections  is  of  bituminous  macadam,  3  ins. 
thick,  on  an  old  macadam  base.  Half  of  this  section  will  be 
constructed  with  tarvia  binder  and  the  other  half  with 
asphaltic  binder. 

In  another  instance  a  section  of  brick  pavement  with 
cement  grout  filler,  is  being  laid  on  a  4-in.  concrete  base 
and,  on  still  another  section,  brick  is  being  laid  on  a  base 
of  old  macadam. 

The  report  of  County  Highway  Engineer  William  Elbring 
shows  that  during  1914,  St.  Louis  County  expended  $373,133 
for  road  purposes,  of  which  $130,000  was  for  new  construc- 
tion.   There  was  also  an  outlay  of  about  $40,000  for  oil. 


Department  of  Public  Highways  in  Ontario, 
Canada 

Recent  legislation  authorizes  the  government  of  the 
Province  of  Ontario,  Canada,  not  only  to  advise  and  direct 
the  construction  and  maintenance  of  permanent  highways, 
but  also  to  contribute  toward  the  cost  of  such  construction 
and  maintenance. 

The  work  will  be  done  through  the  Department  of  Public 
Highways,  which  is  created  by  a  law  becoming  effective 
January  1,  1916.  The  new  department  will  be  in  charge  of 
a  deputy  minister,  reporting  to  the  Minister  of  Public  Works 
and  Highways. 

The  government  program  aims  at  benefiting  three  classes 
of  roads  known  as  township  roads,  county  or  market  roads 
and  main  highways. 

In  the  case  of  township  roads,  the  provincial  aid,  in  effect 
at  present,  includes  no  actual  contribution  toward  the 
expense  of  construction,  but  contemplates  encouragement  and 
advice  toward  efficient  township  organization.  This  includes 
the  payment  by  the  province  of  25  per  cent,  of  the  salary 
for  three  years  of  a  township  road  overseer,  up  to  $600  a  year. 
County  or  market  roads  consist  of  a  system  of  roads  in- 
tended to  accommodate  the  market  traffic  of  the  county.  On 
such  roads  the  provincial  government  is  authorized  at  present 
to  make  grants  of  40  per  cent,  of  the  cost  of  construction 
provided  the  grant  does  not  exceed  $4,000  a  mile,  and  20 
per  cent,  of  the  maintenance  cost.  The  balance  of  the  cost 
of  construction  is  raised  by  the  sale  of  bonds  or  by  taxation. 
The  construction  of  such  a  system  of  county  roads  may  be 
authorized  by  a  two-thirds  vote  of  the  county  council  or  by 
a  majority  vote  of  the  council,  confirmed  by  a  vote  of  the 
taxpayers.  Roads  must  be  built  in  accordance  with  regula- 
tions to  be  promulgated  by  the  Department  of  Public 
Highways. 

Main  highways  is  the  designation  applied  to  road  systems 
embracing  more  than  one  county.  Under  the  recent  legisla- 
tion the  provincial  government  may  make  allowances  similar 
to  those  for  county  highways  for  construction  and  mainten- 
ance.    The   balance   is   to   be   assessed  against  the  various 


280 


GOOD    ROADS 


November  20.  1915 


onuiicipalities  served  by  the  highways.  Main  highway  con- 
Stnictioii  nuy  originate  in  a  three-fourths  petition  of  the 
municipalities  interested.  A  board  of  trustees,  consisting  of 
fire  members,  is  then  appointed  to  proceed  with  the  work, 
after  baring  received  plans,  specifications  and   estimates. 

la  connection  with  the  foregoing,  it  may  be  stated  that 
work  on  a  60-mile  highway  from  Ottawa,  Ont.,  south  to 
the  international  boundary  at  the  St.  Lawrence  River,  is 
expected  to  start  in  the  spring.  This  highway,  which  is  in- 
tended as  a  memorial  to  the  late  Premier  of  Ontario,  J.  P. 
Whitney,  will  cost  approximately  $600,000.  Of  this  amount, 
the  provincial  government  will  contribute  approximately 
1240,000,  while  the  remaining  $360,000  will  be  assessed 
against  Ottawa  and  the  other  cities  benefited. 


County  Bond  Issues  for  Road  Work  During 
the  Present  Year 

An  indication  of  the  popular  interest  in  road  building  as 
cridenced  by  the  readiness  of  counties  to  issue  bonds  for 
that  work  is  shown  by  the  following  list  of  county  road  and 
bridge  bonds  voted  during  the  current  year  and  noted  in 
"Good  Roads"  from  time  to  time. 

The  total  of  these  bonds,  $35,298,400,  by  no  means  repre- 
sents the  amount  of  money  voted  for  the  purpose  during 
the  period  referred  to.  As  stated,  the  list  includes  only  the 
issues  of  over  $100,000  that  have  been  noted  in  this  publica- 
fion.  A  great  many  counties  have  voted  issues  of  smaller 
amounts.  State  and  city  bonds  also,  are  not  included  in  the 
list 

In  addition  to  the  amounts  noted  in  the  subjoined  list, 
all  of  which  have  been  voted  or  already  issued,  elections 
are  pending  in  many  counties  representing  practically  every 
state.  Most  of  the  issues  already  voted  have  been  used  for 
1915  road  and  bridge  construction,  but  a  considerable  sum 
remains  available  for  work  during  the  coming  year,  for 
which  purpose  also  the  bonds  now  pending  will  be  used. 

The  list  is  divided  by  states  and  the  amounts  voted  or  al- 
ready issued  arc  set  down  with  the  county  of  issue. 

Alabama— Franklin,  $145,000;  Lamar,  $150,000;  Tuscaloosa, 
1100,000;  total,  $395,000. 

Arizona— Gila,  $500,000;  Mohave,  $100,000;  Pima,  $400,- 
000;  Santa  Cruz,  $150,000;  total.  $1,150,000. 

California— Kings,  $672,500;  San  Bernardino,  $350,000;  Sut- 
ter, $110,000;  Ventura,  $1,000,000;  total,  $2,132,500. 

Delaware— New  CSstle,  $150,000. 

Florida— Brevard.  1150.000;  Columbia,  $250,000;  Dade,  $100,- 
000;  DeSoto,  $250,000;  Dickson.  $250,000;  Duval.  $1,000,000; 
Hillsboro,  $1,500,000;  Lake,  $515,000;  Lee,  $177,500;  Leon, 
$200,000;  Manatee,  $360,400;  OranRC,  $600,000;  Palm  Beach, 
$850,000;  Pinellas,  $715,000;  Putnam,  $208,000;  St.  John, 
$650,000;  Seminole,  $450,000;  Volusia,  $1,150,000;  total,  $9,- 
375,900. 

Georgia— Chatham,  $375,000;  Floyd,  $225,000;  total,  $600,000. 

Idaho— Nez  Perce,  $100,000. 

Illinois— Cook,  $2,000,000;  Vermilion,  $1,500,000;  total,  $3,- 
500,000. 

Indiana— Lake,  $100,000. 

Kentucky— Ballard,  $300,000;  Bell,  $250,000;  Carter,  $150.- 
000;  Fayette,  $300,000;  Greenup,  $200,000;  Knox,  $200,000; 
Laurel,  $100,000;  Lewis,  $150,000;  Nicholas,  $125,000;  Rock- 
castle. $100,000;  Whitley,  $150,000;  total,  $2,025,000. 

Lotiisiana— St.  Mary,  $250,000;  Terrebonne,  $105,000;  total, 
$355,000. 

Michigan- Genesee,  $100,000. 

Minnesota— Itasca,  $150,000. 

Mississippi— Harrison.  $200,000;  Lowndes,  $100,000;  Madi- 
son, $135,000;  total,  $435,000. 

New  Jersey— Essex.  $470,000;  IIikIsom.  $260,000;  total, 
$730,000. 

New  Mexico— Luna,  $100,000:  Sunu  IV.  $500,000;  total, 
$600,000. 


North  Carolina— Alexander,  $150,000;  Chatham,  $150,000; 
Davidson,  $300,000;  Gaston,  $150,000;  Swain,  $100,000;  total, 
$850,000. 

Ohio— Montgomery,  $125,000. 
Oregon— Coos,      $210,000;      Multnomah,      $1,250,000;      total, 
$1,460,000. 

Pennsylvania— Alleghany,  $500,000. 

South  Dakota— Yankton,  $300,000. 

Tennessee— Anderson,  $157,000;  Blount,  $300,000;  Carter, 
$365,000;  Claiborne,  $250,000;  Daviess,  $600,000;  Franklin, 
$350,000;  Grainger,  $200,000;  Hawkins,  $500,000;  Humphreys, 
$250,000;  Marion,  $100,000;  Meigs,  $100,000;  Rhea,  $100,000; 
Sullivan,  $200,000;  Union,  $100,000;  total,  $3,572,000. 

Texas— Aransas,  $300,000;  Bell,  $210,000;  Brazoria,  $253,000; 
Brazos,  $400,000;  Collin,  $775,000;  Dallas,  $135,000;  El  Paso, 
$300,000;  Grayson,  $900,000;  Gregg,  $300,000;  Hardin,  $150,- 
000;  Jefferson,  $200,000;  Kaufman,  $225,000;  Liberty,  $200,- 
000;  Red  River,  $405,000;  San  Jacinto,  $100,000;  total,  $4,- 
853,000. 

Virginia— Montgomery,  $100,000. 

West  Virginia— Kanawha,  $375,000;  McDowell,  $165,000; 
Marion,  $100,000;  Mercer,  $350,000;  Summers,  $100,000;  Wy- 
oming, $550,000;  total,  $1,640,000. 

Grand  total,  $35,298,400. 


Baltimore,  Maryland,  Will  Endeavor  to  Con- 
tinue Paving  Work 

It  is  the  intention  of  the  Mayor,  the  Board  of  Estimate 
and  the  Paving  Commission  of  Baltimore,  Md.,  to  ask  the 
next  Maryland  Legislature  for  authority  to  capitalize  the 
city's  paving  tax;  that  is  to  be  permitted  to  borrow  money 
on  the  tax,  in  order  that  the  work  of  paving  may  be  carried 
on  as  extensively  after  1916  as  during  the  last  four  years. 

As  stated  in  the  October  30  issue  of  "Good  Roads,"  Balti- 
more still  has  $500,000  remaining  of  lUe  $5,000,000  paving 
loan  under  which  the  Paving  Commission  has  been  working. 
This  will  be  used  during  the  coming  year,  together  with 
approximately  $300,000  collected  in  the  paving  tax,  and  such 
funds  as  may  be  received  from  other  sources. 


Los  Angeles  County,  California,  To  Build  Mint 
Canyon  Road 

The  Board  of  Supervisors  of  Los  Angeles  County,  Cal., 
has  taken  action  which  practically  assures  the  completion 
of  the  Mint  Canyon  Road,  which  will  have  a  total  length  of 
between  35  and  40  miles. 

Provision  was  recently  made  by  the  board  for  the  con- 
struction of  a  20-ft.  concrete  highway  from  a  point  near 
Saugus  to  Palmdale  in  the  Antelope  Valley  of  Los  Angeles 
County,  and  the  County  Road  Department  is  at  present 
working  on  the  plans  and  specifications. 

The  new  section  of  highway  will  cost  approximately  $325,- 
000  and  the  money  has  been  appropriated  from  the  general 
fund  of  the  county.  It  is  planned  to  have  the  work  com- 
pleted by  July  1,  1916. 


Tennessee  Experiments  With  Convict  Labor 
on  Road  Work 

A  report  on  convict  road  work  in  Tennessee,  made  by  the 
Tennessee  State  Board  of  Control  to  the  National  Committee 
on  Prisons  and  Prison  Labor,  states  that  the  experiment  is 
regarded  as  a  success  and  that  the  system  will  be  continued 
next  year. 

According  to  the  report,  55  state  prisoners,  all  negroes  and 
unshackled,  worked  on  the  roads  of  Williamson  County, 
Tenn.  Only  three  attempts  to  escape  were  made,  although 
the  number  of  guards  never  exceeded  five.  Twenty-five  of 
the  convicts  were  made  trusties.     The  men  were  all  healthy 


November  20,  1915 


GOOD    ROADS 


281 


and  apparently  satisfied  with  the  work.  No  serious  objec- 
tions to  their  employment  were  made  by  citizens. 

Tennessee  convicts  have  for  many  years  been  employed 
under  the  contract  system  but,  according  to  the  report, 
public  sentiment  against  this  plan  is  growing  and  in  his 
message  to  the  last  Legislature,  Governor  Rye  recommended 
its   abolition. 

While  it  did  not  abolish  the  system,  the  Legislature  pro- 
vided for  the  road  work  experiment  as  a  means  of  afford- 
ing better  employment  to  prisoners.  Contracts  in  force  at 
present  contain  a  provision  that,  by  act  of  the  next  Legis- 
lature, they  may  be  terminated  on.  six  months'  notice. 


Sussex  County,  New  Jersey,  Plans  Road 
Construction 

The  Board  of  Chosen  Freeholders  of  Sussex  County,  N.  J., 
has  had  plans  and  specifications  prepared  for  the  construc- 
tion of  roads  on  a  proposed  circuit  of  the  county  and  has 
forwarded  them  to  the  New  Jersey  Department  of  Public 
Roads  for  approval. 

It  is  planned  to  first  construct  a  section  of  macadam  road 
to  be  known  as  the  Ross'  Corner-Sussex  Road.  This  sec- 
tion will  be  6.55  miles  in  length  and  will  cost  approximately 
$655,000,  according  to  estimates  The  contract  will  probably 
be  awarded  before  January  1,  1916. 

In  order  to  conform  to  the  requirements  of  the  Department 
of  Public  Roads,  which  provide  for  a  maximum  grade  of  5 
per  cent.,  it  will  be  necessary  to  change  the  present  route 
of  the  road  to  some  extent.  The  estimated  cost  noted  in  the 
foregoing  paragraph  does  not  include  the  cost  of  obtaining 
the  proposed  right  of  way. 


Montana  and  Idaho  Counties  Building 
Cooperative  Roads 

Several  counties  of  Montana  and  Idaho,  acting  in  co- 
operation with  the  Forest  Service,  have  completed  or  under 
construction   167  miles  of  roads  at  a  cost  of  about  $409,000. 

The  mileage  and  cost  of  the  roads  thus  far  completed  or 
under  way  in  Montana  are  as  follows:  Bitter  Root-Big  Hole, 
26  miles,  $55,000;  Libby-Troy,  19  miles,  $65,000;  North  Fork 
of  Flathead  River,  28  miles,  $20,000;  Swan  Lake,  12  miles, 
$20,000;  total,  $215,000.  In  addition  to  these,  the  construc- 
tion of  the  Neihart  Road,  8  miles  long,  at  a  cost  of  $25,000, 
is  planned  for  next  year. 

In  Idaho,  the  roads  completed  or  in  course  of  construc- 
tion are  as  follows:  Meadow  Creek,  9  miles,  $18,000;  Moyie, 
11  miles,  $6,000;  Priest  River,  25  miles,  $50,000;  Clearwater, 
7  miles,  $20,000;  total,  $94,000.  For  next  year  there  is  planned 
the  construction  of  the  Fourth  of  July  Canyon  Road,  22 
miles  long,  at  a  cost  of  $75,000. 

In  most  instances  the  counties  and  the  Forest  Service 
each  pay  half  of  the  cost  of  construction  and,  in  addition, 
the  forest  service  furnishes  the  engineering  staff  to  carry  on 
the  work. 


Provincial  HiKhnays  Engineer  Maclean  of  the  Province  of 
Ontario,  Canada,  has  recommended  the  construction  of  a  26- 
mile  macadam  road  from  Toronto  to  Oshawa,  at  an  estimated 
cost  of  $310,000. 


The  County  C'oniml8iiloner»  of  TValker  County,  Tex.,  have  ap- 
proved the  issuance  of  $125,000  in  warrants  for  the  construc- 
tion of  roads  and  a  bridge  across  the  Trinity  River.  Trinity 
County    will    share    the    expense    of    the   bridge. 

The  Province  of  .\lbertn,  Canada,  has  created  a  Tublic  ITtility 
Commission  of  three  members,  which  will  not  only  exercise 
general  supervisory  control  over  public  utilities  but  will  act 
as  an  advisory  board  on  municipal  improvements  involving  bond 
issues. 


COMING  MEETINGS 


November  17-19— National  Municipal  League — Annual  con- 
vention. Dayton,  O.  Secretary,  Clinton  Rogers  Woodruff, 
705  North  American  Building,  Philadelphia,  Pa. 

December  13-15. — Association  of  American  Portland  Ce- 
ment Manufacturers. — Annual  meeting.  New  York  City,  N.  Y. 
Secretary,  Percy  H.  Wilson,  Bellevue  Court  Building,  Phila- 
delphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  .  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

January  17-19 — Montana  Institute  of  Municipal  Engineers 
— Annual  meeting,  Billings,  Mont.  Secretary  and  Treasurer, 
C    C.  Widener,  Bozeman,  Mont. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 


American  Road  Builders'  Association 

The  Executive  Committee  of  the  American  Road  Builders' 
Association,  acting  under  the  authority  granted  it  by  the 
action  of  the  Board  of  Directors,  has  decided  to  accept  the 
invitation  of  the  City  of  Pittsburgh,  Pa.,  and  hold  its  annual 
convention  and  exhibition  in  that  city  February  22  to  25, 
1916. 

Mechanical  Hall,  of  the  Exposition  Building,  will  be  used 
for  the  exhibition,  which  is  always  an  important  feature  of 
A.  R.  B.  A.  conventions  and,  in  order  to  furnish  the  neces- 
sary facilities  for  an  exhibition  of  this  character,  the  Pitts- 
burgh City  Council  recently  appropriated  the  sum  of 
$15,000,  which  will  be  used  for  alterations  and  repairs  to 
Mechanical  Hall.  These  will  include  the  installation  of  a 
heating  plant  and  the  laying  of  cement  floors.  The  sessions 
of  the  convention  will  be  held  in  the  hall  adjacent  to 
Mechanical  Hall. 

The  building  is  owned  by  the  city  and  is  situated  on 
Duquesne  Way,  in  the  downtown  business  district,  easily 
accessible  to  the  leading  hotels.  It  will  be  of  special  inter- 
est to  exhibitors  to  know  that  the  building  is  provided  with 
direct  railroad  connections,  making  possible  the  handling  of 
heavy  machinery  without  difficulty. 

The  advantage  of  Pittsburgh  as  a  place  for  holding  a  con- 
vention of  the  character  of  the  A.  R.  B.  A.  is  easily  seen 
when  it  is  considered  that  the  city  is  within  a  12-hour  jour- 
ney of  practically  half  the  population  of  the  United  States. 
Pittsburgh  is  provided  with  ample  railroad  and  hotel  facili- 
ties for  taking  care  of  a  large  gathering.  The  new  William 
Penn  Hotel,  with  1,000  rooms,  will  be  open  in  time  for  the 
convention  and  is  located  within  a  short  walk  of  Mechanical 
Hall. 


MEETINGS 


Pennsylvania  Welfare  Conference 

The  third  Pennsylvania  Industrial  and  Public  Welfare 
Conference  was  held  at  Harrisburg,  Pa.,  on  Tuesday, 
Wednesday  and  Thursday  of  this  week.  An  exhibition  was 
held  in  connection  with  the  conference,  under  the  super- 
vision of  the  Engineers'  Society  of  Pennsylvania. 


282 


GOOD    ROADS 


November  20,  1915 


One  of  the  most  interesting  displays  was  that  arranged 
by  the  Pennsylvania  State  Highway  Department.  There 
were  models  of  different  kinds  of  highways  and  the  results 
of  laboratory  tests  of  road  materials  such  as  brick,  stone, 
cement  and  various  bituminous  materials  were  exhibited. 

A  section  of  the  department's  exhibit  was  devoted  to 
photographs  of  various  types  of  roadway  before,  during  and 
after  construction  as  well  as  the  methods  of  treating  hard 
surfaced  roads  to  prevent  their  disintegration. 

A  large  map  of  the  state  showing  the  highway  system  and 
the  operation  of  the  maintenance  division  of  the  department 
formed  another  part  of  the  exhibit.  There  was  also  a  Penn- 
sylvania highway  patrolman  with  his  equipment  for  the 
repair  of  highways.  This  equipment  was  described  in  the 
July  24  issue  of  "Good  Roads."  An  official  of  the  State  High- 
way Department  was  on  duty  at  all  times  to  answer  questions 
and  explain  the  methods  of  the  department. 


Texas  Good  Roads  Congress 

One  day  of  the  recent  Farm  Power  Exposition  and  Good 
Roads  Congress  at  Houston,  Tex.,  was  set  apart  as  "Good 
Roads  Day"  and  a  special  program  was  arranged  for  its 
observance. 

The  opening  address  was  made  by  Mayor  Campbell  of 
Houston  and  was  followed  by  an  address  on  "The  State 
Highway  Commission"  by  J.  W.  Warren  of  San  Antonio, 
President  of  the  Texas  Good  Roads  Association. 

Other  addresses  on  the  program  were  as  follows:  "Good 
and  Bad  Roads,"  Homer  D.  Wade,  Freeport;  "The  Asso- 
ciation at  Work,"  D.  E.  Colp,  San  Antonio,  Secretary  of 
the  Texas  Good  Roads  Association;  and  "The  Convict  on 
the  Road,"  Judge  W.  L.  Hill,  Huntsville. 

During  the  entire  exposition  an  exhibition  of  models  of 
roads  and  various  road  materials,  arranged  by  the  Agricul- 
tural and  Mechanical  College  of  Texas,  attracted  much  at- 
tention. 


PERSONAL   NOTES 


A.  F.  Lohr  has  been  appointed  Deputy  County  Engineer 
of  Madison  County,  O. 

Patrick  Byrne,  a  retired  contractor,  formerly  of  Carbon- 
dale,  Pa.,  died  recently  at  his  home  in  New  York  City. 

Col.  Francis  G.  Ward,  who  was  Commissioner  of  Public 
Works  of  Buffalo,  N.  Y.,  for  12  years,  died  recently  at  his 
home  in  that  city. 

A.  S.  Miller  has  been  appointed  Assistant  Engineer  of 
the  Iowa  State  Highway  Commission.  He  was  formerly 
City  Engineer  of  Lake  City  and  County  Surveyor  of 
Columbia  County,  Fla. 

William  M.  Rumsey,  who  was  Assistant  City  Engineer  and 
City  Engineer  of  San  Diego,  Cal.,  for  nine  years,  has  gone 
into  private  practice  in  that  city  with  offices  in  the  Granger 
Building. 


NEWS  OF  THE  TRADE 


The  Troy  Wagon  Works  Co.,  Troy,  O.,  has  opened  a  New 
York  City  office  and  showroom  at  Broadway  and  62nd  St., 
in  the  new  Motor  Mart  Building. 

The  first  annual  meeting  of  the  Hydrated  Lime  Bureau  of 
the  National  Lime  Manufacturers'  Association  will  be  held 
December  1  at  the  offices  of  the  bureau  in  the  Oliver  Build- 


ing, Pittsburgh,  Pa.  It  will  be  decided  whether  the  bureau 
shall  be  continued,  and  if  so,  a  program  for  1916  will  be 
formulated. 

The  plant  and  business  of  the  Youngstown  Car  &  Manu- 
facturing Co.,  Youngstown,  C,  has  been  taken  over  by  the 
recently  organized  Youngstown  Steel  Car  Co.  The  new 
concern  has  a  capital  stock  of  $100,000  and  the  management 
is  practically  the  same  as  that  of  the  old  company.  The 
officers  are  William  Wilkoflf,  President;  L.  C.  Wilkoff,  Sec- 
retary, and  D.  J.  Wilkoff,  Treasurer.  J.  E.  Tessyman  is 
General  Manager,  and  A.  C.  Schmohl  is  in  charge  of  the 
Engineering  Department.  The  company's  plant  is  being 
extended  and  the  company  will  manufacture  steel  cars,  port- 


NEWS   NOTES 


Honds  to  the  .\moiint  of  8:MM),000  have  been  voted  in  Yankton 
County,  S.  D.     The  proceeds  will  be  used  for  road  construction. 


A  I'ropoMltlnn  Has  Ileen  Made  to  the  County  Board  of  Oneida 
County,  Wis.^  to  issue  bonds  to  the  amount  of  $200,000  for  road 
improvement. 


It  Is  Expected  That  An  Election  Will  Be  Held  in  OnccoIh 
County,  Fin.,  on  the  question  of  issuing  bonds  to  the  amount 
of  $250,000  for   road  construction. 


An  Election  on  a  Proiioued  Bond  Isiinc  of  $105,000  is  beiUK 
urged  in  Brevard  County,  Fla.  It  is  proposed  to  use  the  funds 
for  the  construction   of  roads. 


The  Police  Jury  of  Calcasieu  Parish,  La.,  has  created  a  High- 
way Department  which  will  have  charge  of  all  expenditures  for 
roads  and  bridges  in  the  parish. 


The  City  of  Montreal,  Canada,  Will  Spend  S30O,0OO  for  the  pur- 
pose of  widening  Notre  Dame  Street,  West,  the  Board  of  Control 
having  recently  voted  that  sum  for  the  purpose. 


The  Bureau  of  HiKhnays,  Philadelphia,  Pa.,  will  receive  bids 
on  Nov.  23  for  approximately  $306,380  worth  of  street  work  and 
also  for  snow  removal   during  the  winter  of  1915-16. 


The  FolIowinK  Cities  of  Oklahoma  Will  Vote  on  Bond 
iMMues  for  road  construction:  Bristow,  $25,000;  Catoosa,  $18,000; 
Chelsea,  $50,000;  Claremore,  $30,000;  Collinsville,  $30,000;  Foyil, 
$25,000;  Idabel,  $20,000;  Oologa,  $20,000;  Sapulpa,  $20,000;  Talala, 
$20,000;  Verdigris,  $50,000. 


The  Town  Board  of  Hempstead,  N.  Y.,  has  voted  a  budget  ot 
f57,600  for  the  maintenance  of  roads  and  bridges  during  the 
coming  year.  The  budget  is  made  up  of  the  following  items: 
Highway  fund,  $53,600;  bridge  fund,  $2,500;  machinery,  $500; 
miscellaneous  expenses,   $1,000. 


The  Board  of  Supervisors  of  Yuma  County,  Arl«.,  has  award- 
ed contracts  for  paving  16.4  miles  of  highway  In  Yuma  and 
Somerton,  with  bitulithic  at  a  cost  of  $190,000.  These  are  the 
first  of  several  contracts  to  be  awarded  out  of  the  proceeds 
of  $500,000  worth  of  bonds  issued  some  months  ago. 


City  Engineer  A.  T.  Dickey,  of  Galveston,  Tex.,  estimates  that 
it  will  cost  the  city  $189,180  to  carry  out  its  part  of  a  proposed 
Boulevard  plan.  About  half  of  this  sum  will  be  needed  to  re- 
store streets  and  property  along  the  Boulevard  which  were 
damaged  by  the  Texas  coast  storm   of  last  August. 

The  Central  Hlgrhway  Association  was  organized  at  Luling, 
Tex.,  recently.  Mayor  Russeck,  Schulenberg,  was  elfected  Presi- 
dent'and  J.  P.  Bridges,  Luling,  Secretary  and  Treasurer.  Direc- 
tors were  chosen  to  represent  the  various  towns  on  the  route 
of  the  proposed  highway  from  San  Antonio  to  Houston. 


At  the  Recent  Annual  Meeting;  of  the  Lincoln  Highway  As- 
sociation at  Detroit,  Mich.,  the  following  officers  were  elected 
for  the  ensuing  year:  President,  Henry  B.  Joy,  Detroit,  Mich.; 
Vice  Presidents.  Carl  G.  Fisher,  Indianapolis,  Ind.;  Boy  D. 
Chapln.  Detroit;  Treasurer,  Kmory  W.  Clark,  Detroit;  Secre, 
tary,  Austin  F.  Bement,  p$trolt. 


{^?3 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  NOVEMBER  27,  1915 


Number 


Founded  January,  1892 

published  weekly  by 
The  E.L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 

Cable  Addfcss :    Gudrodes,  New  York. 


Subscription  price;  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted— in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments—will be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  ^ew  York  Post  Office  as  Second  Class  Matter 


Tennessee  Highway  Department  Will  Aid  in 
Sales  of  County  Bonds 

The  Department  of  Highways  of  Tennessee,  the  appoint- 
ment, of  the  members  of  which  was  noted  in  the  July  31 
issue  of  "Good  Roads,"  plans  to  devote  a  considerable  part 
of  its'attention  to  aiding  county  commissioners  in  the  sale 
of  road  bonds,  according  to  a  recently  issued  statement  of 
the  purposes  of   the   department.   . 

Recent  bond  issues,  in  addition  to  those  noted  in  the  pre- 
ceding issue  of  "Good  Roads,"  include  the  following,  the 
county  seat  being  given  in  each  case: 

Pickett  County,  Byrdstown,  $50,000;  Fentress  County, 
Jamestown,  $150,000;  Scott  County,  Huntsville,  $300,000; 
Cumberland  County,  Crossville,  $150,000;  Montgomery 
County,   Clarksville,  $100,000. 

It  is  announced  that  a  state  highway  engineer  will  be 
appointed  at  an  early  meeting  of  the  Department  of  High- 
ways. 


Recommends  Traffic  Officer  for  New  York 
State  Highways 

In  his  report  to  the  Board  of  Supervisors,  County  Engi- 
neer George  C.  Diehl,  of  Erie  County,  N.  Y.,  recommends 
that  the  advisability  of  the  appointment  of  a  traffic  officer 
for  state  highways  be  called  to  the  attention  of  the  New 
York   State   Highway   Department. 

Mr.  Diehl's  idea  is  that  such  an  officer  could  ascertain, 
before  contracts  for  highway  improvements  are  awarded, 
the   manner   in   which   traffic   is   to   be   cared   for   during   the 


progress  of  the  improvements.  With  this  information  at 
hand,  contractors  could  make  suitable  provision  for  the 
needs  of  the  traveling  public. 

In  another  part  of  his  report,  Mr.  Diehl  advises  that  $100,- 
000  be  included  in  the  county  budget  each  year,  for  the  con- 
struction of  a  properly  developed  and  connected  system  of 
county  highways.  , 

The  report  states  that,  with  the  probable  state  appropria- 
tion of  $370,000,  Erie  County  will  be  about  $1,700,000  short 
of  the  amount  required  to  complete  the  county  highway 
system. 

Mr.  Diehl  recommends  that  the  Board  of  Supervisors  for- 
mulate more  stringent  rules  governing  the  weight  of  loads, 
width  of  tires  and  speed  of  vehicles  using  the  roads  of  the 
county. 


St.  Lawrence  County,  New  York,  Plans  Two 
Years'  Road  Work 

The  Board  of  Supervisors  of  St.  Lawrence  County,  N.  Y., 
has  adopted  a  plan  of  road  construction  which  will  require 
two  years  to  complete  and  will  involve  approximately  98 
miles  of  highway. 

During  the  coming  year  it  is  planned  to  construct  the 
following  roads:  State  highway,  Louisville-Waddington,  8 
miles;  state  and  county  highways:  Ogdensburg-Canton,  0.33 
mile;  Depeyster-Ogdensburg,  12  miles;  Fullerville-Edwards, 
4  miles;  Madrid  Springs-Morley,  5  miles;  Norfolk-Raymonds- 
ville,  3.2  miles. 

The  program  for  1917  includes  the  Winthrop-Massena 
state  highway,  12  miles,  and  the  following  state  and  county 
roads:  Morley-Canton,  5  miles;  Madrid-Potsdam,  9  miles; 
Edwards-Benson  Mines,  23  miles;  Massena,  2.2  miles; 
Brasher-Brasher  Center,  5  miles. 

According  to  estimates  submitted  to  the  board,  it  is  be- 
lieved that  the  work  can  be  done  with  the  balance  of  state 
funds  due  the  county. 


Ohio  State  Highway  Commissioner  Asks  Bids 
for  Road  Work 

The  State  Highway  Commissioner  of  Ohio,  Clinton  Cowen, 
has  advertised  for  bids  for  road  work  which  will  cost  $144,- 
756.93,  according  to  estimates.  The  proposed  work  is  in 
eight  counties  and  the  dates  set  for  its  completion  range 
from  June  1   to  August  1,  1916. 

Following  are  the  mileages  and  other  details  of  the  vari- 
ous sections,  bids  for  which  will  be  opened  at  the  State 
Highway  Commissioner's  office  in  Columbus,  O.,  on 
December  3: 

Hamilton  County:  Cincinnati-Chillicothe  Road,  0.94  mile, 
grading  and  paving  with  warrenite;  estimated  cost,  $13,- 
143.82.  Cincinnati-West  Union  Road,  1.11  mile,  reinforced 
concrete;  estimated  cost,  $16,386.23.  Cincinnati-Louisville 
Road,  1.74  mile,  reshaping  old  roadway  and  paving  with 
bituminous  macadam;  estimated  cost,  $12,807.81.     Cincinnati- 


2X4 


GOOD    ROADS 


November  H ,  1915 


Uc»l    Lnion    Road.   0.90   mile,   reshapinjt   old    roadway   and 
paving  with  bituminous  macadam;  estimated  cost,  $5,647.85. 

Hocking  tounty:  Lancaster-Logan  Road.  1.35  mile,  con- 
(trvcling  bridges  and  culverts,  grading  roadway  and  paving 
with  brick:  estimated  co»t.  $2,V8.?8.75. 

Holme*  County:  Manstield-Millersburg  Road,  1.59  oiile, 
con>tructing  bridges  and  culverts  and  paving  roadway  with 
hrick;  estimated  cost.  $J0.811.92. 

Meigs  County:  I'omeroy-JacVson  Road.  0.29  mile,  con- 
structing bridges  and  culverts,  grading  roadway  and  pav- 
ing with  brick;  estimated  cost,  $6,589.40. 

Morgan  County:  McConnellsville-Caldwell  Road,  0.26 
mile,  constructing  bridges  and  culverts,  grading  and  paviiiR 
roadway  with  water  bound  macadam;  estimated  cost.  $3,833.10. 

Seneca  County:  Findlay-Tiffin  Road.  2.59  miles,  con- 
structing bridges  and  culverts,  grading  and  paving  with 
water  bound  macadam;  estimated  cost,  $18,981.  Lima-San- 
dusky  Road,  0.25  mile,  grading  and  paving  with  water  bound 
macadam;   estimated   cost,  $1,834.81. 

Union  County:  Urbana-Marysville  Road,  constructing 
75-ft.  steel  bridge  over  Buck  Run;  estimated  cost,  $5,456.80. 

Williams  County:  West  Unity-Montpelier  Road,  2.09 
miles,  constructing  bridges  and  culverts  and  paving  with 
water  bound  macadam;  estimated  cost.  $19,022.60.  .\lterna- 
tive  bids  will  be  received  for  bituminous  macadam  pavement, 
the  estimated  cost  of  which  is  $23,881.10. 


Oregon  Highway  Commission  Apportions 
Funds  for  Next  Year 

.\t  a  recent  meeting,  the  .State  Highway  Commission  of 
'Oregon  completed  the  apportionment  of  the  state  highway 
fund  for  1916. 

The  total  apportionment  amounted  to  $237,000  and  was 
divided  among  the  various  counties  and  items  as  follows: 

Clatsop  County,  $20,500;  Columbia  County,  $36,000;  Hood 
River  County,  $5,000;  Hood  River  and  Wasco  Counties, 
$45,000;  Crook  County,  $10,000;  Washington  County,  $11,500; 
Douglas  and  Josephine  Counties,  $20,000;  Yamhill  and  Tilla- 
mook Counties,  ^,000;  Lane  County,  $5,000;  Polk  County, 
$5,000;  Jackson  County,  $45,000;  administration  and  bridges, 
$25,000;  total,  $237,000. 


Report  States  $51,000,000  Is  Needed  for  New 
Jersey  Roads 

In  his  annual  report,  State  Road  Commissioner  lidwin  A. 
Stevens  of  New  Jersey  estimates  that  $51,300,000  will  be 
required  to  place  the  highways  of  New  Jersey  in  proper 
condition.  The  report  also  states  that  the  road  system  of 
the  state  is  inadequate  and  that  there  is  increasing  necessity 
for  the  adoption  of  a  policy  to  meet  the  demands  of  traffic. 

Two  important  matters  that  should  be  included  in  any  new 
road  policy,  the  report  states,  are  to  state  the  problem  defi- 
nitely in  figures  and  to  create  a  proper  road  force.  In  order 
to  accomplish  the  first  of  these,  a  survey  of  the  roads  of 
the  state  and  a  uniform  system  of  accounting  would  be 
necessary.  The  second  would  make  permanent  tenure  of 
office  advisable. 

Commenting  upon  the  maintenance  work  done  by  local 
authorities,  the  report  goes  on  to  say  that  the  increase  in 
receipts  from  motor  vehicle  licenses  has  not  been  in  pro- 
portion to  the  demand  for  assistance  from  the  counties  and 
that  this  year  it  has  been  impossible  to  provide  more  than 
approximately  20  per  cent,  of  the  funds  that  should  have 
been  expended  for  maintenance. 

.\s  an  illustration  of  the  disparity  between  the  receipts 
for  motor  vehicle  licenses  and  the  maintenance  expenses, 
the  report  estimates  that  an  automobile  making  6,000  miles 
a  year  does  approximately  $30  to  $35  worth  of  damage  to 
roads  and  pays  a  license  fee  of  $7.50. 

Calling  attention  to  the  fact  that  the  administration  of  a 
state  highway  system  is  a  highly  specialized  l)usiness,  the 
report  urges  that  a  body  of  experts  be  selected  to  take 
charge  of  the  matter  and  be  given  the  necessary  power  to 
secure  results. 


Illinois  Highway  Department  Has  Form  of 
Affidavit  for  Contractors 

\  circular  has  been  sent  to  contractors  for  state  aid  work 
in  Illinois  by  W.  W.  Marr,  Chief  State  Highway  Engineer, 
calling  attention  to  the  section  of  the  law  under  which  the 
Illinois  State  Highway  Department  operates,  which  requires 
contractors  to  execute  a  bond  conditioned  that  the  work 
will  be  performed  in  accordance  with  the  plans  and  speci- 
fications and  providing  against  any  damages  on  account  of 
the  construction. 

In  view  of  this  requirement,  the  circular  states,  the  depart- 
ment has  prepared  a  form  of  affidavit  which  contractors 
will  be  required  to  execute  before  final  payment  is  made  by 
the  state  for  work  performed. 

Lpon  completion  of  each  state  aid  contract,  the  contractor 
will  be  consulted  by  the  division  engineer  in  charge  and  the 
affidavit  will  be  executed  at  this  consultation.  At  the  same 
lime,  the  contractor  will  have  an  opportunity  to  go  over 
the  total  amount  for  extras  and  deductions. 

It  is  l>elieved  by  the  department  that  this  procedure  will 
afford  a  check  against  the  department  overlooking  some 
item  and  will,  at  the  same  time,  furnish  the  contractor  with 
an  opportunity  to  discuss  the  character  of  the  work  and  the 
amount  of  money  involved  in  connection  with  extras  and 
deductions. 


NEWS  NOTES 


McDonrll  County,  Vii.,  will  Holrt  nu  I'Mectloii  on   December  18 
on   a    proposition   to    issue   $29.^,000   wortli    of   road   bonds. 


An  Oiled  Karth  Hoa<l  In  Mahanka  Cuunty,  luwa,  has  given 
excellent  satisfaction  during;  the  past  season,  accordinK  to 
the  "Service  Bulletin"  of  the  Towa  Highway  Commission.  The 
cost  of  the  work  was  borne  b.v  the  owners  of  abuttinK  prop- 
erty and  by  business  men  and  organizations  of  Oskaloosa,  the 
funds  being  provided  by  subscriptions.  A  section  4  V4  miles 
long  was  oiled  at  a  cost  of  $1,052.75,  of  which  $756  was  ex- 
pended for  21,000  gals,  of  oil,  $264  was  expended  for  the  ap- 
plication of  the  oil  which  was  done  by  contract  and  the  bal- 
ance  was  expended   for  miscellaneous  work. 


The  Commercial  Cluli  of  V  Iririnia,  Minn.,  has  appointed  a 
committee  to  act  in  conjunction  with  committees  to  be  appointed 
by  other  commercial  bodies  In  District  No.  6  of  St.  Louis  County, 
Minn.,  in  regard  to  the  apportionment  of  road  funds  to  be  made 
at  the  January  meeting  of  the  Board  of  County  Commissioners. 
The  committee  consists  of  Senator  O.  H.  Griggs,  L.  M.  Barrett. 
F.  L..  Schoening.  A.  D.  Heritage,  Otto  A.  Poirer.  D.  C.  Reed. 
Thomas  Gill  and  M.  A.  Murphy.  The  committee  will  recommend 
that  all  1916  road  work  be  done  by  contract.  The  Board  of 
County  Commissioners  has  levied  $615,000  for  the  general  road 
fund  for  1916. 


The  Completion  of  I'avement  AVork  In  the  VlllaKe  of  Den 
riaineM,  III.,  was  celebrated  recently  by  a  formal  dedication 
ceremony,  including  an  automobile  parade,  speeches  by  offi- 
cials, a  flag  raising  and  the  breaking  of  bottles  of  champagne 
on  recently  paved  streets.  The  affair  was  held  under  the  joint 
auspices  of  the  village  trustees  and  the  Des  Plaines  Commercial 
Association.  An  automobile  inspection  trip  over  a  mile  of  rein- 
forced concrete  pavement  laid  on  the  South  Side  last  year  and 
over  new  pavements  laid  on  the  North  Side  this  year  was  fol- 
lowed by  addresses  by  President  A.  D.  Gash  of  the  Illinois  State 
Highway  Commission  and  others,  after  which  the  pavements 
were  formally  dedicated.  The  village,  which  has  a  population 
of  about  3,000,  now  has  over  6  miles  of  pavements  in  the  busi- 
nes   sand    residence   sections. 


November  27,  1915 


GOOD    ROADS 


285 


Types  of  Bituminous  Construction  and  Their 
Limitations 

In  a  paper  of  the  above  title  presented  by  Francis  1'.  Smith, 
of  Dow  &  Smith,  New  York,  N.  Y.,  at  the  recent  twenty- 
second  annual  convention  of  the  American  Society  of  Munici- 
pal Improvements,  the  selection  of  the  most  economical  and 
suitable  type  of  bituminous  construction  to  meet  a  given  set 
of  conditions  was  discussed  in  consideral)Ie  detail.  Mr.  Smith's 
paper,  which  is  too  long  for  reproduction  in  its  entirety  here, 
naturally  divides  itself  into  three  parts — the  first  dealing  witli 
foundations,  the  second  with  wearing  surfaces  and  the  third 
comprising  the  conclusions  arrived  at  by  the  author. 

After  considering  the  various  methods  of  foundation  con- 
struction and  their  advantages  and  disadvantages  under  dif- 
fering conditions  of  traffic,  climate,  subsoil  and  drainage, 
Mr.  Smith  divided  the  available  types  of  bituminous  surface 
construction  into  two  general  classes.  The  first  class  com- 
prises those  surfacings  composed  of  coarse  aggregates,  and 
is  further  subdivided  into  those  built  by  the  penetration 
method,  those  laid  as  cold  mixtures  and  those  laid  as  hot  mix- 
tures. The  second  class  comprises  those  composed  of  fine 
aggregates,  and  is  subdivided  into  Topeka  specification  sur- 
faces and  sheet  asphalt  surfaces. 

After  discussing  these  surfacings  at  considerable  length, 
Mr.  Smith   summarized  the  paper  as  follows: 

Foundation 

Old  Macadam. — Suitable  for  light  traffic  under  favorable 
climatic  and  drainage  conditions  but  only  wlien  properly  con- 
structed and  drained.  Tliickness  and  character  of  stone  layer 
and  method  of  construction  should  be  determined  by  test  holes 
before  adopting  it.  Road  must  be  carefully  shaped  and  graded, 
preferably  by  tlie  building-up  process  before  laying  any  bitu- 
minous top  upon  it.     Inferior  to  concrete. 

Brolfen  Stone. — Suitable  for  light  traffic  but  only  under  favor- 
able climatic  and  drainage  conditions.  Inferior  to  well  con- 
structed  old   macadam    and   to   concrete. 

Concrete. — Four  to  six  inches  thick,  depending  upon  traffic 
and  character  of  subsoil.  This  is  much  the  best  type  of  foun- 
dation  and    is   the   least   expensive    to   resurface. 

CoarMe  Agg^re^ate 

Penetration  Method. — Suitable  for  light  traffic  only;  gives  a 
rough  surface;  best  results  can  not  be  obtained  except  with 
skilled  labor.  Should  only  be  carried  on  in  hot  weather  and 
stone  should  be  at  a  uniform  temperature  not  below  60°  F.  when 
binder  is  applied.  No  plant  required,  melting  kettles  being  all 
that  is  necessary.  Extreme  care  needed  to  prevent  rich  spots 
and  bleeding.  Stone  must  be  carefully  spread  and  fine  material 
rigidly  excluded  from  lower  course,  otherwise  penetration  of 
bituminous  binder  will  not  be  satisfactory  and  uniform.  Bitum- 
inous binder  must  not  be  overheated  and  must  be  at  proper  tem- 
perature and  uniformly  applied. 

Cold  Mixtures. — Suitable  for  light  traffic  only;  give  a  rough 
surface.  Stone  must  be  clean  and  carefully  graded.  Bituminous 
cement  must  be  of  proper  consistency,  otherwise  mixture 
will  not  be  workable.  Should  not  be  laid  at  a  lower  tempera- 
ture than  40°  F.  Work  should  preferably  be  done  in  warm 
weather.  Can  be  manufactured  at  the  quarry  from  which  the 
rock  is  obtained,  and  shipped,  ready  to  lay,  to  the  work.  Roll- 
ing should  be  continued  until  maximum  possible  compression 
is  obtained.  Especially  suitable  for  repair  worlt  done  by  patrol 
gangs  on   coarse   aggregate   surfaces. 

Hot  Mixtures. — Suitable  for  light  and  medium  traffic  only; 
give  a  rough  surface.  Stone  must  be  clean  and  carefully 
graded  to  secure  best  results.  Can  be  laid  at  any  time  of  year. 
Heating  and  mixing  plant  must  be  within  hauling  distance  of 
the  work.  Rolling  should  be  continued  until  maximum  pos- 
sible compression  is  obtained. 

Fine  -\KKr<-ea(ei) 

Topeka  Mixture. — Suitable  for  light  and  medium  traffic.  Gives 
a  comparatively  smooth  surface.  Heating  and  mixing  plant 
must  be  within  liauling  distance  of  the  work.  Great  care  must 
be  exercised  to  keep  bitumen  contents  within  proper  limits. 
Stone  and  sand  should  be  weighed  separately  into  mixer  to 
secure  uniform  mixture.  Can  t)e  laid  at  any  timj  of  year.  Roll- 
ing siiould  be  continued  until  maximum  compression  possible 
is  obtained.  Unless  very  carefully  manufactured  is  more  liable 
to  shoving  and  displacement  under  traffic  than  is  sheet  asphalt. 


Sheet  Asplialt. — Suitable  for  light,  medium  and  heavy  traffic 
but  should  not  be  laid  on  as  steep  grades  as  is  permissible  with 
coarse  aggregates.  Gives  a  smooth  surface  and  can  be  laid  at 
any  time  of  year.  Heating  and  mixing  plant  must  be  within 
liauling  distance  of  the  work.  Roiling  should  be  continued  until 
maximum  compression  possible  is  obtained. 


COMING  MEETINGS 


December  9-10 — Kansas  Good  Roads  Association: — Fif- 
teenth Annual  Convention,  Kansas  City,  Kan.  Secretary, 
G.  J,  Hinshaw,  Kansas  City. 

December  13-15. — Association  of  American  Portland  Ce- 
ment Manufacturers. — Annual  meeting,  New  York  City,  N.  Y. 
Secretary,  Percy  H.  Wilson,  Bellevue  Court  Building,  Phila- 
delphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  .  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

January  17-19 — Montana  Institute  of  Municipal  Engineers 

— Annual  meeting,  Billings,  Mont.     Secretary  and  Treasurer, 
C   C.  Widener,  Bozeman,  Mont. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 

February    22-25 — American    Road   Builders'   Association — 

Thirteenth  Annual  Convention;  Sixth  American  Good  Roads 
Congress  under  the  auspices  of  the  A.  R.  B.  A.,  and  Seventh 
National  Exhibition  of  Machinery  and  Materials.  Mechanical 
Hall,  Pittsburgh,  Pa.  Secretary,  E.  L.  Powers,  150  Nassau 
St.,  New  York,  N.  Y. 


Worcester  Road  Congress  Program 

The  final  program  of  the  four-day  road  meeting  at 
Worcester,  Mass.,  styled  the  "First  International  Road  Con- 
gress," has  been  issued.  As  previously  noted,  the  meetinij 
will  be  held  at  the  Hotel  Bancroft  on  Tuesday,  Wednesday, 
Thursday  and  Friday,  December  14,  15,  16  and  17.  The 
program  in  detail  follows: 

Tuesday,  December  14. 

(International  Day.) 

Afternoon  Session,  2:00  P.  M. 

Opening  of  Congress  by  Hon.  J.  Lewis  Ellsworth,  President, 
Worcester  Chamber   of   Commerce. 

Address  of  Welcome  to  Governors  and  Delegates,  Lieutenant- 
Governor  Grafton  D.  Cushing  of  Massachusetts. 

Response,  Governor  Charles  W.  Gates  of  Vermont. 

"The  Development  of  Improved  Highways  in  Canada  and  What 
It  Means  to  the  Dominion,"  W.  A.  McLean,  Engineer  of 
Highways,   Province   of  Ontario,  Canada. 

"What  the  United  States  Is  Doing  for  the  Good  Roads  Move- 
ment." Logan  Waller  Page,  Director.  Office  of  Public  Roads 
and  Rural  Engineering.  U.  S.  Department  of  Agriculture. 

5;00  P.  M.     Concert  in  Auditorium. 

Rvening    Entertainment.    Hotel    Bancroft  Ballroom. 

Wednesday,  December  15. 

(Road  Builders'  Day,  Under  the  Auspices  of  the  Massachu- 
setts Highway  Association.) 
Chairman.    Harold    Parker',    formerly    Chairman    of    the    Massa- 
chusetts Highway  Commission. 
Forenoon   SeHsion,  0:00  A.  M. 
"History  of  Highway  Development   in  Massachusetts,"   William 
E,  McClintock,  Treasurer.  Winnisimmett  Co.,  Chelsea,  Mass. 
"Ilriclv   Roads."   Will   P.  Blair.  Secretary.  National  Paving  Brick 

Manufacturers'  Association. 
■The    Merits    of    Natural    Asphalt    Roads,"    ClilTora    Richardson. 

Consulting  Engineer.  New  York.  N.  Y. 
"The  Merits  of  Refined  Asphalt  Roads."  Leroy  M.  Law,  Chemist, 

United  States  Asphalt  Refining  Co. 
Luncheon    by  the  Massachusetts  Highway  Association. 


286 


GOOD    ROADS 


November  27,  1915 


ANenrnvB  »r—l»».  3i«0  P.  M. 

"vnty    P«v«mm«ji,"   George   W.  Tlllson.  Consulting  Engineer  to 
Ibe  rre»ldent  of  the  Borough  of  Brooklyn.  New  York,  N.  Y. 
-Selections  of  Type  for  Ro«d  Surfaces."  Major  W.  W.  Crosby. 
Consulting  Engineer.  Baltimore.  Md. 

-The  Necessity  of  SctentlAcally  Trained  Engineers  In  Highway 
Construction."  Dr.  Ira  N.  Hollls,  President.  Worcester  Poly- 
technic Institute. 

►■Concrete  Ilrldices  vs.  Steel  and  Wood,"  J.  R.  Worcester,  Con- 
sult Ing    Engineer.    Boston.    Mass. 

(:M  P.  U.     Inspection  of  Exhibits  and  Concert  at  Auditorium. 

»:••  P.  M.  Moving  l*lcture  Exhibition;  Lincoln  Highway  film. 
Qrand  Theater. 

Thursday,  December  16. 

(Country  and  City  Day.) 

Chairman.  Oeorge  M.  Wright.  Mayor  of  Worcester. 

Fareaaoa  Sleniloa.   9|4M  A.  M. 

-me  Selection  of  Materials  for  Highway  Construction."  Dr. 
Joseph  Hyde  Pratt,  State  (Jeologlst  and  Secretary  of  the 
State  Highway  Commission  of  North  Carolina. 

"Financing  City  Streets,"  Nelson  P.  Lewis.  Chief  Engineer. 
Board  of  Estimate  and  Apportionment.  New  York.  N.  Y. 

-Providence  and  Her  Highway  Development."  Joseph  W.  Gai- 
ner, Mayor  of  Providence,   R.  I. 

-Milwaukee  County  Roads."  H.  J.  Kuelllng.  Highway  Commis- 
sioner of  Milwaukee  County.  Wisconsin. 

Anera**B  ScMdoB.  3i00  P,  M. 

"Boston's  Experience  with  Various  Types  of  Street  Paving," 
James  M.   Curley.   Mayor  of. Boston.  Mass. 

-Precautions  Adopted  by  Dominion  Cities  against  Extreme 
Climatic  Changes  In  Building  and  Maintaining  Its  Streets," 
Thomas  Cote.  Controller,  Montreal,  P.  Q. 

-The  Organisation  of  Highway  Departments,"  W.  H.  Connell, 
Chief,  Bureau  of  Highways  and  Street  Cleaning,  Philadel- 
phia. Pa. 

t:M  P.  M..   Inspection  of  Exhibits  and  Concert  In  Auditorium. 

t:M   P.  M..    Entertainment,   Hotel   Bancroft    Ballroom. 

Friday,  December  17. 
(Automobile   Day.) 
Chairman.   William   D.  Sohler,  Chairman  of  the  Massachusetts 
Highway  Commission. 
r*rca»«B  SeaaioB,  BiOO  A.  M. 
•The  Automobile  and  Its  Relation   to  Good  Roads,"  George  C. 
DIehl,  Chairman,  Good  Roads  Board,  American  Automobile 
Association. 
••The  Type  of  Pavements  Now  Being  Laid  In  New  York  State 
Highways,"  Edwin  Duffey,  New  York  State  Commissioner 
of  Highways. 
"Improved   Uranite    Pavements."    Henry    Welles   Durham,    Con- 
sulting Engineer,  New  York,  N.  Y. 
••The  Ideal  Road  for  the  Motorist,"  Lewis  D.  Speare,  Cambridge, 
Mass..    ex-President,    American   Automobile   Association. 

AftrrBoOB  Session,  2i00  P.  M. 
"Th*    Interest   of   the    National   Chamber   of    Commerce   In    the 
Good    Roads    Movement."    John    H.    Fahey.    Boston,    Mass., 
President,  Chamber  of  Commerce  of  the  United   States  of 
America. 
"Canada  as  a  Country  for  Motorists,"  U.  H.  Dandurand,  Mon- 
treal.   P.    Q.,    Honorary    President,    Dominion    Good    Roads 
Association. 
"Relation  of  Motor  Trucks  to  Permanent  Highways."  William 
R.  Smith.  President  and  General  Manager.  L.ane  Construc- 
tion   Corp.,    Meriden.   Conn. 
-Hall  and   Farewell."  Charles  P.  Light,  Field  Secretary,  Amer- 
ican Highway  Association. 
The  exhibition  of  road  building  machinery  and  materials, 
which,  as  has  been  previously  announced,  will  be  held  in  con- 
jnnction  with  the  meeting,  will  be  housed  in  the  Auditorium, 
which  adjoins  the  hotel.    The  list  of  exhibitors  is  as  follows: 
.\merican  Car  Sprinkler  Co.,  Worcester,  Mass.;  American 
Tar  Co.,  Boston  Mass.;  Amies  Road  Co.,  Easton,  Pa.;  Asso- 
ciation of  American  Portland  Cement  Manufacturers,  Phila- 
delphia, Pa.;  John  Baker,  Jr.,  New  York,  N.  Y.;  H.  L.  Bond 
Co.,  Boston,  Mass.;  Philip  Carey  Co.,  Cincinnati,  Ohio;  "En- 
gineerins  Record,"  New   York,  N.  Y.;  "Good   Roads,"  New 
York.  N.  Y.;  Hassam  Paving  Co.,  Worcester,  Mass.;  "High- 
way Contractor,"  Albany,  N.  Y.;  Kinney  Mfg.  Co.,  Boston, 
Mass.;    National    Paving    Brick    Manufacturers'    Association, 
Cleveland,  Ohio;   New   England   Metal   Culvert  Co.,   Palmer, 
Mass.;  New  England  Truck  Co.;  Office  of  Public  Roads  and 
Rural  Engineering,  U.  S.  r:)epartmcnt  of  Agriculture,  Wash- 


ington, D.  C;  Robeson  Process  Co.,  New  York,  N.  Y.;  Ross 
Bros.  Co.;  United  States  Asphalt  Refining  Co.,  New  York, 
N.  Y.;  United  States  Wood  Preserving  Co.,  New  York,  N. 
Y.;  Warner-Quinlan  Asphalt  Co.,  Syracuse,  N.  Y.;  Wiard 
Plow  Co.,  Batavia,  N.  Y. 


Ninth  Chicago  Cement  Show 

The  Ninth  Chicago  Cement  Show,  as  has  been  previously 
announced,  will  be  held  by  the  Cement  Products  Exhibition 
Co.,  at  Chicago,  111.,  February  12-19,  1916. 

The  show  will  be  housed  in  the  First  Infantry  Armory  and 
the  Coliseum.  All  the  space  in  the  latter  building  and  the 
Annex  having  been  assigned  last  February,  it  was  necessary 
to  lease  the  Armory,  which  adds  22,000  square  feet  of  space. 
The  Coliseum  and  the  Armory  will  be  connected  by  a  cov- 
ered passageway,  and  an  entrance  to  the  Armory  will  be 
made  on  Michigan  Ave.  The  decorative  scheme  in  the  two 
buildings  will  be  the  same,  as  will  other  conditions. 

The  displays  of  the  various  cement  companies  will  this 
year  be  grouped  together  in  a  joint  exhibit  by  twenty-six 
companies.  This  will  occupy  the  entire  south  half  of  the 
Armory,  and  will  be  drawn  from  the  resources  of  practically 
the  whole  cement  industry,  including  the  Association  of 
American   Portland   Cement   Manufacturers. 

One  of  the  special  features  of  the  show  will  be  the  collec- 
tion of  exhibits  dealing  with  the  surface  treatment  of  con- 
crete. Demonstrations  of  bush  hammering,  acid  treating, 
brushing  with  water  and  other  methods  of  treating  sur- 
faces will  be  made. 

Among  other  special  features  of  the  show  will  be  the  ex- 
hibits pertaining  to  concrete  road  building.  These  will  be  of 
especial  interest  because  of  the  Second  National  Conference 
on  Concrete  Road  Building,  which,  as  has  been  previously 
announced,  will  be  held  at  the  Auditorium  Hotel,  Feb.  15-18. 
Besides  equipment  and  materials  especially  for  use  in  con- 
crete road  work,  there  will  be  exhibited  road  rollers,  graders, 
rock  crushers,  wagons  and  trucks,  and  other  equipment. 


MEETINGS 


Jefferson  Highway  Association 

A  meeting  of  those  interested  in  the  so-called  Jefferson 
Highway,  which  it  is  proposed  to  construct  from  Winnipeg, 
Man.,  to  New  Orleans,  La.,  was  held  at  New  Orleans  Novem- 
ber IS  and  16  for  the  purpose  of  effecting  the  organization 
of  the  Jefferson  Highway  Association. 

Lafayette  Young,  of  Des  Moines,  la.,  was  temporary 
chairman  and  Walter  Parker,  of  New  Orleans,  acted  as  secre- 
tary of  the  preliminary  meeting.  The  delegates  were  wel- 
comed by  Mayor  Behrman  of  New  Orleans  and  Edgar  B. 
Stern,  President  of  the  New  Orleans  Association  of  Com- 
merce. 

At  the  election  of  officers,  E.  T.  Meredith,  of  Des  Moines, 
la.,  was  chosen  President  and  a  vice  president  and  four 
directors  were  chosen  from  each  of  the  states  interested  to 
form  the  Board  of  Directors.  The  board  later  selected  the 
following  officers  of  the  association:  Vice  President,  D.  N. 
Fink,  Muskogee,  Okla.;  Treasurer,  E.  F.  Swinney,  Kansas 
City,  Mo.;  General  Secretary,  Walter  Parker,  New  Orleans. 

The  selection  of  a  route  was  placed  in  the  hands  of  the 
Board  of  Directors  and  the  following  practically  agreed  up- 
on: New  Orleans,  Baton  Rouge,  Alexandria,  Shreveport, 
La.;  Denison,  Tex.;  Muskogee,  Okla.;  Joplin,  Kansas  City, 
St.  Joseph,  Mo.;  Des  Moines,  la.;  St.  Paul,  Minneapolis, 
Minn.;  Winnipeg,  Man. 

The  states  represented  on  the  Board  of  Directors  are 
Louisiana,  Oklahoma,  Arkansas,  Kansas,  Nebraska,  Mis- 
.souri,  Iowa,  Minnesota,  South  Dakota  and  Texas. 


:tt7. 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Scriei,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  DECEMBER  4,  1915 


Number 


Founded  Jaouaiy,  1892. 

published  weekly  by 
The  E.  L.  Po-sveks  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


150  NASSA.U  STREET 
NEW  YORK,  N.  Y. 


Cable  Address :   Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal." "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Oass  Matter 


CONTENTS 

EDITORIALS:  Page 

Making  the  Road  Safe  for  Present  TrafHc 287 

Death    of   an    Undesirable    Legislative    Measure    in    the 

Alabama  House    288 

Road   Building   Terms 288 

The  Coming  A.  R.  B.  A.  Convention  at  Pittsburgh 288 

LEADING  ARTICLES: 

Highway  Work  In  Los  Angeles  County,  California. 
(Illustrated.)     289 

A  Demonstration  of  Concrete  Pavement  Construction  In 
Pennsylvania  Highway  Work.      (Illustrated.) 300 

The  Parkdale-CotopaxI  Cut-OfT;  A  State  Highway  In 
Fremont  County,   Colorado.      (Illustrated.) 302 

Hydrated  Lime  In  Concrete  Road  Construction.  (Illus- 
trated.)    305 

MISCELLANEOUS: 

The  Use  of  Rock  Asphalt  In  Jefferson  County,  Ken- 
tucky       297 

Extensive  Improvements  Planned  In  Pittsburgh,  Pa....   297 
Operation   of  the  Municipal   Asphalt  Plant  of  the  Bor- 
ough of  Manhattan,  New  York  City 298 

New   Jersey   Convicts   Show    Beneficial   Effect   of   Road 

Work    308 

Road  Conditions  in  the  Countries  of  Central  America. .   308 
The  Maintenance  of  Pavements.     By  J.  L.  Bauer 309 

A.  R.  B.   A.   PAGE 310 

LETTER  TO  THE   EDITOR 311 

NEW  PUBLICATIONS    312 

COMING   MEETINGS    312 

PERSONAL  NOTES    312 

EQUIPMENT— TRADE— MATERIALS    313 

PBCENT  PATENTS   •. 316 


MAKING  THE   ROADS   SAFE  FOR   PRESENT  TRAFFIC 

Road  builders  and  those  who  administer  the  building  of 
roads  are  confronted  with  problems  almost  without  number 
and  nearly  infinite  in  their  variety.  The  engineer  who  has 
to  do  with  city  streets  must  overcome  certain  difficulties 
peculiar  to  his  own  work  and  the  engineer  who  builds  coun- 
try roads  has  other  problems,  different  from  those  of  the 
city  engineer,  but  no  less  pressing  and  often  quite  as  per- 
plexing. Both,  however,  have  one  task  in  common — that 
of  making  the  highways  safe — and  it  is  a  work  that  in  each 
case  is  both  urgent  and  of  no  mean  proportions. 

Providing  for  the  safety  of  city  streets  is  largely  a  matter 
of  traffic  regulation,  partly  by  the  enactment  of  the  neces- 
sary laws,  the  passage  of  the  required  ordinances  and  the 
making  of  police  regulations,  and  partly — and  of  the  utmost 
importance — of  enforcing  the  rules  laid  down.  In  almost 
every  city  there  are  conditions  that  are  typical  and  that 
require  special  measures.  Traffic  as  a  whole  must  be  made 
to  flow  in  certain  definite  channels  and  the  individual  motor 
car  driver  must  be  made  to  obey  the  law  and  have  regard 
for  the  rights  of  other  drivers  and  of  pedestrians.  The  lat- 
ter, also,  should  be  made  to  realize  that  all  the  responsibility 
does  not  rest  upon  the  operators  of  motor-driven  vehicles, 
and  that  the  man  on  foot  is  as  amenable  to  reasonable  rules 
a-i  is  the  man  who  drives.  Although  there  are  many  ac- 
cidents in  city  streets,  the  number  is  surprisingly  small  when 
the  amount  of  traffic  is  taken  into  consideration.  The  ma- 
jority of  accidents,  while  preventable,  are  due  as  much  to 
the  carelessness  or  criminal  recklessness  of  individuals  as  to 
the  neglect  of  proper  safeguards. 

Outside  of  cities  and  towns  the  situation  is  quite  different; 
the  layout  of  the  roads  and  the  condition  of  their  surfaces 
are  larger  factors  in  the  safety  of  motor  vehicle  operation. 
Curves,  especially  when  the  sight  line  is  obstructed,  are 
frequent  sources  of  danger.  Steep  grades,  under  certain 
conditions,  may  be  dangerous.  Unsafe  bridges  are  becom- 
ing more  and  more  of  a  menace  as  heavier  and  heavier  loads 
are  being  carried.  Weak  guard-rails  have  often  failed  and 
turned  a  comparatively  slight  mishap  into  a  serious  and 
perhaps  fatal  accident.  An  unsuspected  sandy  place  in  an 
otherwise  good  road  has  more  than  once  been  the  cause  of 
death  or  injury,  and  defects  of  various  other  kinds  in  the 
road  surface  have  proved  the  undoing  of  even  the  most  care- 
ful drivers.  Last,  but  by  no  means  least,  among  the  pos- 
sible hazards  of  the  road,  are  railroad  grade  crossings  and 
tl;e  all  too  common  undercrossing  that  is  made  almost  as  per- 
ilous as  the  one  at  grade  by  placing  abutments  at  right 
angles  to  the  railroad  right  of  way  in  order  to  avoid  the 
building  of  a  skew  bridge. 

All  these  matters  demand  the  most  careful  consideration 
in  the  design  and  the  construction  of  roads.  Some  that  ap- 
pear of  slight  moment  in  themselves  may,  if  neglected,  re- 
sult in  more  or  less  serious  mishaps.  Take,  for  instance, 
the  soft  or  sandy  shoulder  at  the  side  of  a  hard  pavement. 
It  is  not  unusual  for  a  car  passing  along  some  of  the  more 
heavily  traveled  roads  to  meet  nearly  two  hundred  other 
cars  in  an  hour's  run.  That  means  that  on  the  average  a 
car  must  be  met  about  every  twenty  seconds.    Many  roa45 


GOOD    ROADS 


December  4,  1915 


carryins  m  heavy  traffic  as  this  are  so  narrow  that  a  car 
■MCtmc  another  is  likely  to  be  forced  off  the  hard  portion 
of  the  pavement  and  to  have  to  run  for  a  short  distance  with 
the  wheels  on  one  side  on  the  shoulder  of  the  road.  In 
such  cases  a  soft  or  sandy  shoulder  may  cause  serious 
trouble. 

The  dangers  enumerated  are  present  at  all  times.  In 
addition,  there  are  others  that  are  peculiar  to  night  driving 
and  that  are  quite  as  serious.  Motor  vehicles  are  compelled 
to  carry  front  and  rear  lights,  but  this  regulation  extends 
to  other  vehicles  to  only  a  limited  extent  and  is  not  strictly 
enforced  where  it  is  supposed  to  obtain.  An  unlighted 
horse-drawn  vehicle  is  a  source  of  danger  to  automobilists 
and  of  even  greater  danger  to  its  occupants. 

The  matter  of  lights  is,  of  course,  one  of  legislation  and 
policing,  but  such  matters,  as  well  as  the  technique  of  con- 
struction and  maintenance,  properly  lie  within  the  scope  of 
the  road  builder's  activities.  In  the  road  building  of  former 
times  safety  held  a  comparatively  unimportant  place  among 
the  requisites  of  a  good  road.  At  present  it  should  stand 
well  toward  the  top  of  the  list. 


DEATH    OF    AN    UNDESIRABLE    LEGISLATIVE 
MEASURE  IN  THE  ALABAMA  HOUSE 

The  bill  requiring  the  teaching  of  "civil  engineering  and 
practical  and  scientific  road  building"  in  various  educa- 
tional institutions  of  Alabama  failed  to  pass  the  House  oF 
Representatives  of  that  state  because  of  a  crowded  cal- 
endar. 

The  passage  of  the  bill  by  the  Alabama  Senate  was  noted 
in  "Good  Roads"  for  May  22.  In  the  same  issue  there  was 
printed  a  brief  resume  of  the  measure  and  in  a  later  issue 
extended  editorial  comment  was  made.  ["Excessive  Zeal 
in  Alabama,"  "Good  Roads,"  June  5,  1915,  page  218.]  After 
the  bill  passed  the  Senate,  the  Legislature  adjourned  and 
action  by  the  House  had  to  be  deferred  until  the  reassemb- 
ling of  the  Legislature. 

The  bill  was  introduced  at  the  request  of  the  Alabama 
Good  Roads  Association,  and  it  is  stated  that  it  probably 
would  have  become  law  had  it  reached  a  vote  in  the  House 
If  that  is  so,  it  is  fortunate  that  other  matters  prevented  its 
consideration,  for  the  proposed  law  could  have  been  of  no 
benefit,  might  have  resulted  in  actual  harm  and  was  cer- 
tainly uncalled  for  and  absurd  in  its  provisions. 


ROAD  BUILDING  TERMS 

In  an  art  which  has  changed  so  materially  in  a  compara- 
tively short  time  as  has  road  building,  some  confusion  of 
terms  might  well  be  expected.  At  the  same  time  there  seems 
to  be  no  valid  excuse  for  the  looseness  of  expression  fre- 
quently encountered   in  descriptions   of  road   work. 

Errors  of  this  kind  are  the  most  common  in  reference 
lo  bituminous  work,  doubtless  because  in  that  branch  there 
have  been  the  greatest  development  in  methods  of  construc- 
tion and  maintenance.  The  improper  use  of  terms  descrip- 
tive of  bitumens  and  their  use  is  due  partly  to  the  fact  that 
usage  has  not  yet  firmly  established  the  meanings  of  various 
words  and  phrases  and  partly  to  either  ignorance  or  care- 
lessness. For  instance,  the  word  "asphaltic"  is  not  infre- 
quently used  where  "bituminous"  is  the  proper  word,  while  a 
bituminous  pavement  that  in  reality  is  of  bituminous  con- 
crete if  referred  to  as  bituminous  "macadam."  Such  mis- 
takes, of  course,  appear  with  the  greatest  frequency  in  news- 
paper* and  other  lay  publications,  but  they  are  not  by  any 
mean*  absent  from  official  reports  and  from  technical  litera- 
ttire. 

Another  occasional  source  of  misunderstanding  is  the  em- 
VloytBcnt  of  localisms  which  convey  to  people  in  other  parts 


of  the  country  meanings  entirely  different  from  those  in- 
tended. A  term  of  this  kind  is  usually  made  clear  by  the 
context,  but  may  sometimes  cause  no  little  confusion — as, 
for  instance,  when  used  in  a  tabulation. 

One  of  the  most  common,  and  least  excusable,  misuses  of 
words  is  the  employment  of  a  specific  name  as  a  general 
term.  The  word  "bitulithic,"  for  example,  is  the  name  of 
one  certain  kind  of  pavement  and  should  be  used  only  to 
designate  that  pavement.  As  a  matter  of  fact,  it  is  very 
often  used  as  a  synonym  for  bituminous  concrete  and  some- 
times as  a  generic  term  for  all  bituminous  pavements,  in- 
cluding asphaltic  macadam,  tar  macadam,  asphaltic  concrete 
and  tar  concrete.  The  same  is  true,  to  a  lesser  degree,  of 
other  well-known  trade  names.  In  passing,  it  is  interestinij 
to  note  that  the  same  conditions  exist  in  England,  where, 
according  to  an  exchange,  the  name  "tarmac,"  which  refers 
to  a  certain  proprietary  pavement,  is  used  as  a  general 
designation  of  tar  macadam. 

The  meanings  of  road  building  terms  must  be  fixed  grad- 
ually by  usage,  as  are  the  meanings  of  all  words.  At  the  same 
time  it  is  possible  to  accelerate  their  standardization,  and 
efforts  directed  toward  the  accomplishment  of  that  end 
should  be  encouraged. 


THE  COMING  AMERICAN  ROAD  BUILDERS'  ASSOCIA- 
TION CONVENTION  AT  PITTSBURGH 

The  1916  convention  of  the  American  Road  Builders'  A.i- 
sociation  will  be  held  at  Pittsburgh,  Pa.,  on  February  28  and 
29,  and  March  1,  2  and  3,  1916,  the  date  having  been  changed 
from  Feb.  22-25,  as  noted  elsewhere  in  this  issue. 

By  the  selection  of  that  city  and  that  time  of  the  year, 
the  association  officials  have  put  the  success  of  the  meet- 
ing beyond  question.  Pittsburgh  is  situated  within  a  com 
paratively  short  distance  of  the  principal  sections  of  activity 
in  road  building  east  of  the  Mississippi.  Its  railroad  and 
hotel  facilities  are  excellent,  and  it  is  a  city  which,  because 
of  its  large  and  varied  industries,  especially  appeals  to  en- 
gineers. Local  cooperation  is  assured,  as  is  sufficiently 
indicated  by  the  action  of  the  city  authorities  in  appropriat- 
ing a  large  sum  to  put  the  meeting  place  in  proper  shape. 

The  time  chosen  promises  many  advantages  as  compared 
with  the  time  of  year  at  which  previous  conventions  have 
been  held — generally  in  December.  While  by  the  middle  o*" 
December  much  of  the  season's  work  is  finished  or  is  draw- 
ing to  a  close,  there  is  always  enough  work  still  under  way 
to  prevent  the  attendance  of  some  engineers  and  contractors. 

This  change  has  been  under  consideration  by  the  A.  R. 
B.  A.  for  some  time,  and,  as  has  been  explained  in  these 
columns,  there  is  every  reason  to  believe  that  it  was  adopted 
for  next  year  only  after  most  careful  consideration.  De- 
ferring the  inauguration  of  the  new  plan  until  1917  would 
have  necessitated  omitting  the  1916  convention  entirely  or 
Holding  it,  as  usual,  in  the  fall.  Had  the  first  plan  been 
followed,  there  would  have  been  a  lapse  of  considerably 
over  a  year  between  two  consecutive  conventions — the  1915 
convention  at  Oakland  in  September  of  this  year  and  the 
1917  convention  in  January  or  February  of  that  year.  Had 
the  second  plan  been  followed  there  would  have  been  an 
interval  of  not  more  than  two  months  between  the  1916 
and  the  1917  conventions.  While  the  present  plan  brings 
the  1916  convention  only  five  months  after  the  Oakland 
meeting,  this  interval  is  longer  than  would  have  been  the 
interval  between  a  meeting  in  December,  1916,  and  a  meet- 
ing in  January  or  February,  1917.  The  plan  adopted,  there- 
fore, seems  the  better,  especially  in  view  of  the  fact  that 
the  holding  of  the  1915  convention  at  Oakland  afforded  an 
opportunity  to  only  a  few  of  the  road  builders  of  the  Ea^t 
to  attend  advantageously. 


December  4,  1915 


GOOD     ROADS 


289 


Highway  Work  in  Los  Angeles  County,  California' 


In  the  spring  of  1914  the  last  road  built  by  the  former 
Highway  Commission  of  Los  Angeles  Coimty,  California, 
was  completed,  and  on  April  6,  1914,  the  present  Road  De- 
partment began  operations.  The  department  is  now  one  of 
the  largest  departments  of  the  county  and  is  still  increasing 
in  size  and  in  importance.  Its  work  has  been  somewhat 
handicapped  by  lack  of  sufficient  oflice  space,  the  buildings 
provided  for  the  county  gov- 
ernment having  become  inade- 
quate because  of  the  growth 
of  nearly  every  department  of 
the  county  government.  The 
construction  of  additional 
buildings  to  accommodate  cer- 
tain departments  is  now  under 
consideration. 


Organization  and  Administra- 
tion 

The  organization  of  the 
present  department  is  shown 
in  the  accompanying  chart. 
The  chief  officer  is  the  Road 
Commissioner,  whose  duties, 
as  defined  in  the  county  char- 
ter which  became  effective  on 
Dec.  2,  1912,  comprise  the  di- 
rection and  control,  subject  to 
such  rules  and  regulations  as 
are  prescribed  by  the  Board  of  Supervisors,  over  all  con- 
struction, maintenance  and  repair  work  on  highways  and 
bridges,  other  than  work  done  under  contract,  and  the 
examination,  inspection  and  approval  of  such  work  as  is  done 
under  contract.  _  He  also  has  control  of  all  county  rock 
quarries  and  gravel  pits  and  of  all  other  property,  material 
and  equipment  employed  in  the  construction,  maintenance 
and  repair  of  highways  and  bridges. 

In  order  to  establish  definite  responsibility  and  authority, 
the  department  is  divided  into  four  divisions,  which  are  as 
follows: 

The  Central  Division,  in  which  is  included  the  direct  per- 


PRANK    H.     JOYNER, 
Road  Commissioner  of  Los    Angeles    County,    California, 
Seated  at  His  Desk  in  the  Road  Department  Office. 


*Data  and  Illustrations  furnished  by  F.  H.  Joyner,  Road  Com- 
missioner of   Los   Angeles   County,   Los  Angeles,   Cal. 


sonal  staflf  of  the  Road  Commissioner  and  which  is  divided 
into  the  clerical  section  and  the  technical  section. 

The  Division  of  Paved  Road  Construction,  under  which 
is  carried  out  all  the  work  in  connection  with  the  construc- 
tion of  paved  roads. 

The  Division  of  Maintenance,  which  has  charge  of  mainte- 
nance work,  county  quarries  and  county  oil  pit. 

The  Division  of  Admin- 
istration and  Accounts,  un- 
der which  is  the  general  ad- 
ministration of  the  affairs 
of  the  department  in  its  re- 
lation with  other  departments, 
the  accounting  of  funds,  ma- 
terials and  supplies,  and  the 
oversight  of  civil  service  re- 
quirements. 

In  the  construction  of  paved 
roads,  the  county  is  con- 
trolled as  a  single  unit,  while 
for  earth  road  construction 
and  the  maintenance  of  all 
roads  the  county  is  divided  into 
three  districts,  each  in  charge 
of  a  district  engineer.  These 
districts  are  sub-divided  into 
road  divisions,  each  of  which  is 
in  charge  of  a  road  foreman. 
There  are  thirty-five  of  these 
road  divisions  in  the  county.  Each  road  foreman  is  required 
to  live  within  the  district  over  which  he  has  supervision,  but 
other  employees  may  reside  where  they  desire. 

All  construction  work  done  by  contract,  with  which  the 
department  is  concerned,  is  in  direct  charge  of  a  Superin- 
tended of  Construction.  The  Construction  Division  takes 
care  of  all  preliminary  work  such  as  the  preparation  of 
plans,  profiles  and  specifications.  All  contract  work  is 
divided  into  two  classes.  One  of  these  comprises  all  work 
done  under  what  is  known  as  the  Road  District  Improvement 
.'^ct  of  1907  and  the  other  comprises  "cash  jobs." 

The  Road  District  Improvement  Act  of  1907  is  a  law,  passed 
in  1907  and  later  amended,  which  makes  it  possible  for  indi- 
vidual   property     owners     to     combine     and     establish     local 


A  COMPLETED  OILED  CONCRETE  PAVEMENT  ON  A  HIGH- 
WAY IN  LOS  ANGELES  COUNTY,  CALIFORNIA. 


AN  OILED  MACADAM  ROAD  IN  LOS  ANGELES  COUNTY, 
AFTER  NINE  MONTHS'  USE. 


290 


GOOD    ROADS 


December  4,  1915 


D  I- —  I 


ORGANIZATION  CHART  OF  THE  ROAD  DEPARTMENT  OF  I.OS  ANGELES  COUNTY,  CALIFORNIA. 


districts  which  have  the  right  to  issue  bonds  for  the  work 
carried  on.  The  county  has  been  promoting  the  formation  of 
these  districts  by  promising  the  donation  of  broken  stone 
and  oil,  thus  reducing  the  expense  of  the  district  to  the 
actual  cost  of  engineering  and  labor.  As  the  result  of  this 
policy,  there  have  been  built  to  date  about  150  miles  of  oiled 
macadam  roads.  In  addition  35  miles  of  oiled  macadam 
road  are  under  construction,  about  11  miles  of  concrete 
roads  are  under  construction  and  petitions  are  out  for  about 
85  miles  on  which  preliminary  work  is  being  done. 


"Cash  jobs"  comprise  roads  constructed  either  entirely 
out  of  the  district  fund  and  the  general  fund  or  by  the  dona- 
tion of  money  or  labor  on  the  part  of  the  people  of  the 
district,  the  county  furnishing  free  rock  and  oil  paid  out  of 
the  general  fund.  What  funds  are  used  to  pay  for  "cash 
jobs"  depends  very  largely  upon  the  financial  condition  of 
the  district. 

Construction  work  which  the  department  does  by  force 
account  is  in  charge  of  the  construction  branch  of  the  Main- 
tenance  Division. 


I'l.-^TKIHfTOU     DRBIONKI)      nv     Till-:     l><Jb    ANGKLES    COUNTY     ROAD    DEPARTMENT. 


December  4,  1915 


GOOD    ROADS 


291 


Further  details  of  the  organization  of  the  department 
are  shown  in  the  chart  previously  referred  to  and  are 
also  discussed  under  the  heads  of  "Construction,"  "Mainte- 
nance" and  "Accounting." 

Construction 

The  types  of  road  most  generally  used  in  the  county  are 
oiled  earth,  oiled  macadam,  concrete  and  concrete  with  a' 
bituminous  wearing  surface. 

Oiled  Earth  Road — The  common  method  of  treating  earth 


applied  as  before.  The  road  is  then  finally  reshaped  with 
a  grader  and  rolled  with  a  10-ton  steam  roller  or  a  2-ton 
sectional  horse  roller,  or,  if  that  is  not  obtainable,  with  such 
hand  rollers  as  may  be  available. 

A  road  constructed  in  this  way,  it  is  stated,  will  carry 
light  traffic  for  a  long  time,  and  will  carry  medium  traffic 
satisfactorily  for  about  a  year,  but  will  not  last  long  under 
heavily  loaded  wagons.  The  life  of  the  road  depends  largely 
upon  the  rainfall  as  well  as  the  amount  of  travel.  There 
are   roads   of   this   kind   in   the   county   which   have   been   in 


5-In.  Oiled  Macadam  Pavement. 


5-ln.  Oiled  Macadam  Pavement  on  a  4-in.  Disintegrated  Granite    Base. 


5-ln.  Cement  Concrete  Pavement   with  Bituminous  Wearing  Surface. 


Bj^uminotj^    tvf^r/n<s  Si/fl^ce 


1 


-//  -0' 


6r,sde  line  fss 3/?otv/?  onP/-(^/'/^3 


5-in.  Cement  Concrete  Pavement  with  4-in.  Disintegrated  Granite  Base  and  a  Bituminous  Surface. 
STANDARD    CROSS    SECTIONS — LOS    ANGBDES    COUNTY    ROAD    DEPARTMENT. 


roads  in  the  county  is  as  follows:  The  roadway  is  first 
shaped  to  the  desired  grade  and  crown,  this  work  being 
carefully  and  thoroughly  done.  An  oil  containing  approxi- 
mately 70  per  cent,  of  asphalt  is  then  applied  at  the  rate 
of  1  gal.  per  sq.  yd.  of  roadway.  This  first  application  of 
oil  is  allowed  to  remain  on  the  road  for  a  day  or  two,  after 
which  the  road  is  thoroughly  cultivated  with  toothed  and 
disc  harrows  to  a  depth  of  from  4  to  6  ins.  The  road  is 
then  reshaped  and  a  second  application  of  oil  made  at  the 
rate  of  1  gal.  per  sq.  yd.,  after  which  it  is  again  cultivated 
and  given  a  third  treatment  of  oil,  the  same  amount  being 


service  three  years  without  a  second  oiling  and  are  still  in 
good  condition.  There  are  others,  subjected  to  heavy  traffic, 
which  go  to  pieces  faster  than  they  can  be  oiled. 

Oiled  Macadam  Pavement — The  standard  specification  of 
the  county  for  oiled  macadam  pavement  are  as  follows: 

oiled  Macadam  Pavement 

Upon  the  roadbed  prepared  as  hereinbefore  described  brolcen 
stone  of  such  sizes  as  the  Road  Commissioner  may  direct  shall 
be  spread  in  layers  or  courses  of  a  width,  thickness  and  cross 
section,  which,  after  being  thoroughly  compacted  by  watering 
and  rolling,  shall  conform  with  the  standard  cross  section  men- 
tioned   in    paragraph    two    (2)    hereof.      Each    course    shall    be 


292 


GOOD    ROADS 


December  4,  1915 


rolled  seiwrataly  and  evened  up  with  material  of  the  same  slse 
aa  tke  course. 

The  eprlnkllnK  and  rolltnK  shall  be  continued  until  each 
coarae  la  thoroushly  compacted,  until  the  stone  ceases  to  sink 
UB^ar  the  roller  or  creep  In  front  of  it,  and  until  a  heavily 
loaJad  wacon  may  be  driven  over  the  surface  without  cutting 
it  up.  The  surface  of  each  course  must  be  uniformly  smooth 
and  conform  to  the  required  grade  and  cross  section.  Then  one 
or  more  light  applications  of  stone  screenings  or  sand  shall  be 
nalformly  spread  over  the  surface  and  swept  In  with  street 
brooma.  In  aufflclent  quantity  to  nil  all  voids.  It  shall  then  be 
walarad  and  rolled  and  the  application  of  stone  screenings  or 
aud.  watering  and  rolling  continued  until  all  voids  are  filled 
and  ontll  the  stone  screenings  or  sand  are  uniformly  one-quarter 
«H)  Inch  below  the  surface  of  the  course  and  until  the  stone 
Is  flrmly  locked  together  and  of  such  strength  that  it  will  carry 
a  motor  truck  having  a  load  nine  (9)  tons  on  the  rear  asle 
without  showing  any  appreciable  wheel   marka 

After  the  upper  course  prepared  as  above  specified  has  dried 
to  a  depth  of  one  (1)  Inch,  heavy  asphaltic  oil  shall  be  ap- 
plied at  the  rate  of  one-half  (H)  gallon  per  square  yard  of 
surface  covered,  after  which  stone  screenings  or  sand  shall 
be  uniformly  spread  over  the  oiled  surface  in  a  thin,  uniform 
layer  In  sufficient  quantity  to  thoroughly  bind  the  wearing 
surface  of  the  stone  and  form  a  true  surface;  the  interstices 
shall  be  filled  to  the  surface,  but  the  screenings  or  sand  shall 
not  extend  more  than  one-fourth  (%)  inch  above  the  surface 
of  the  larger  stone  after  thorough  watering  and  rolling.  Then 
a  second  coating  of  heavy  asphaltic  oil  shall  be  applied  at  the 
rate  of  one-half  (H)  gallon  per  square  yard  of  surface  cov- 
ered. A  light  coating  of  screenings  or  sand  shall  then  be  uni- 
formly spread  or  drifted  over  the  surface  in  sufficient  quanti- 
ties to  absorb  all  surplus  oil  and  produce  a  uniform  surface 
with  no  oil  exposed  and  no  patches  of  excess  screenings  or 
sand.  The  pavement  shall  then  be  thoroughly  watered  and 
rolled  until  it  becomes  hard  and  smooth,  true  to  grade  and 
cross  section,  and   free  from  all   hollows  or   irregularities. 

All  broken  stone  and  screenings  or  sand  shall  be  shoveled 
Into  place  from  a  dumping  platform  or  from  the  wagon,  or 
spread  by  a  self-spreading  wagon,  or  distributed  by  a  bottom 
damp  wagon,  according  to  the  direction  of  the  Road  Com- 
missioner. 

The  finished  pavement  shall  be  hard,  uniformly  smooth  and 
true  to  grade  and  cross  section. 

Broken  stone  shall  not  be  deposited  upon  the  subgrade  for 
a  greater  distance  than  one-fourth  (^)  mile  ahead  of  the  first 
application  of  oil  except  by  written  consent  of  the  Road  Com- 
missioner, it  t>eing  the  intent  of  these  specifications  to  keep 
the  work  finished  as  close  as  possible  and  not  to  unduly  ex- 
pose  the  loose   rock    to   damage   from   travel,   dust,    etc. 

Oiling — The  standard  specifications  of  the  county  for 
oiling  and  the  specifications  for  road  oil  for  both  earth  and 
macadam  roads  are  as  follows: 

Olllag 

The  heavy  asphaltic  oil  shall  be  applied  by  a  pressure  spray- 
ing machine  which  will  spread  the  oil  uniformly  over  the  sur- 
face of  the  road  in  a  manner  satisfactory  to  the  Road  Com- 
missioner, using  the  specified  amount  of  oil  per  square  yard 
of  surface.  It  shall  be  applied  at  a  temperature  of  not  less 
than  two  hundred  and  fifty  (250)  degrees  Fahrenheit,  nor 
more  than   five  hundred    <S00)    degrees   Fahrenheit. 

If  necessary  to  reheat  the  oil  to  comply  with  above  require- 
ments. It  shall  be  done  and  at  the  expense  of  the  contractor, 
by  use  of  hot  air  or  superheated  steam  coils.  In  no  case  shall 
live  steam  or  water  be  Injected  into  or  allowed  to  enter  the 
oil  after  it  has  been  received  by  the  contractor. 

In  the  process  of  oiling,  oil  must  not  be  allowed  to  fall  on 
any  concrete  head  walls,  curbs,  walks  or  private  driveways. 

No  oil  shall  be  applied  until  the  surface  which  is  to  receive 
It  Is  satisfactory  to  the  Road  Commissioner.  Before  any  tank 
of  oil  Is  applied  it  must  be  Inspected  by  said  Road  Commis- 
sioner to  determine  Its  quantity  and  temperature. 

All  wagon  tanks  used  for  the  distribution  of  oil  shall  first 
be  submitted  to  the  Road  Commissioner,  who  will  gauge  and 
mark  the  capacity  in  gallons  of  said  tanks  and  determine 
whether  they  are  suitable  for  the  proper  distribution  of  oil. 

At  least  twenty-four  (24)  hours  shall  elapse  between  any 
two  applications  of  oil  over  the  same  area. 

Umm4  Oil  for  Eartli  RMids  and  for  IHaeadam 

(For   l>oth   earth   and   macadam) 

(a)  OIL:  This  material  must  be  an  asphaltic  petroleum  and 
most  t»e  free  from  adulterations  and  must  conform  to  the  fol- 
lowing  requirements: 

(b)  WATER;  It  shall  not  contain  more  than  one-half  (%) 
of  one  (1)  p»r  cent  of  water  by  volume. 


(c)  SEDIMENT;  It  shall  not  contain  more  than  one  (1)  per 
cent,  of  sediment  by  volume. 

(d)  SOLUBILITY.— IN  CARBON  BISULPHIDE:  It  must  be 
soluble  to  at  least  ninety-nine  (99)  per  cent,  in  pure  carbon 
disulphide. 

(e)  IN  CSj  BROMINE  SOLUTION:  The  bitumen  soluble  in 
carbon  disulphide  must  be  soluble  to  the  extent  of  at  least 
ninety-nine  and  sixty-five  hundredths  (99.65)  per  cent,  in  a 
solution  composed  of  one  hundred  and  thirty-five  (135)  raiili- 
firrams  of  bromine  to  one  hundred  (100)  cubic  centimeters  of 
carbon  disulphide,  when  twenty-five  (25)  cubic  centimeters  of 
the  solution  are  poured  on  two  (2)  grammes  of  the  oil  in 
an  Erlenmeyer  flask,  which  is  then  shaken  in  the  dark  for 
three  (3)  minutes,  the  solution  being  immediately  filtered 
through  a  "Gooch"  crucible,  using  a  suction  equal  to  a  column 
of  mercury   not  more   than  eight    (8)    inches  high. 

When  the  solution  has  all  passed  through  the  crucible,  the 
crucible  is  washed  with  pure  carbon  disulphide.  dried  at  from 
two  hundred  and  twelve  (212)  to  two  hundred  and  twenty 
(220)    degrees   Fahrenheit   and    weighed. 

The  amount  of  bromine  in  the  carbon  disulphide  solution  Is 
determined  by  adding  to  twenty-five  (25)  cubic  centimeters 
of  the  solution  about  twenty-five  (25)  cubic  centimeters  of 
water  and  an  excess  of  potassium  Iodide  crystals  and  then 
titrating    by    decinormal    solution    of    sodium    thio-sulphate. 

(For  earth) 

(f)  ASPHALT:  After  being  freed  from  water,  jt  shall  con- 
tain between  seventy-two  (72)  and  seventy-seven  (77)  per 
cent,  of  asphalt  having  at  a  temperature  of  seventy-seven  (77) 
degrees  Fahrenheit  a  penetration  of  eighty  (80)  degrees  Dow 
penetration  machine.  No.  2  needle,  one  hundred  (100)  grammes, 
five  (5)  seconds.  The  percentage  of  asphalt  shall  be  deter- 
mined by  heating  (in  a  No.  20  brass  cylindrical  dish  having 
a  diameter  of  ten  and  one-tenth  (10.1)  centimeters  and  a 
height  of  one  and  nine-tenths  (1.9)  centimeters,  inside  meas- 
urements) fifty  (50)  grammes  in  a  Brown  asphalt  evaporator, 
maintained  at  a  uniform  temperature  of  Ave  hundred  and  sixty- 
five  (565)  degrees  Fahrenheit,  until  it  has  reached  the  proper 
consistency,  when  the  weight  of  the  residuum  is  determined 
and  the  percentage  calculated.  (The  temperature  of  the  liquid 
Inside  the  evaporator  shall  be  t%ken  as  the  temperature  of  the 
evaporator.  The  entire  apparatus  must  be  free  from  draughts 
during  the  test.) 

(g)  LOSS  ON  HEATING:  It  must  be  reduced  to  a  pene- 
tration of  eighty  (80)  degrees,  in  not  less  than  thirty  (30)  nor 
more   than   seventy-five    (75)    minutes. 

(h)  STICKINESS:  When  it  contains  per  cent,  of  asphalt, 
determined  as  above  specified,   equal  to: 

72  Its  adhesiveness  at  77°  F.  8-2/5 
weight   225   grammes,   shall   not   be 

72%      less    than —  9-3/5 

73  do  11 

73  "^  do  12-2/5 

74  do  14-1/5 
74%  do  16-2/5 

75  do  19 
75%  Its  adhesiveness  at  21-3/5 

76  77°  F.  weight  225  grammes,  24-3/5 
76%      shall   not  be   less   than  28-1/5 

77  do  32-2/5 
77%                                          do                                               37 

78  do  42-1/5 

(1)  THERMAL  READINGS;  It  must  be  delivered  at  the 
point  of  application  at  a  temperature  not  less  than  two  hun- 
dred and  fifty    (250)   degrees  Fahrenheit. 

(j)  THERMAL  CORRECTIONS:  In  determining  the  quantity 
of  oil  delivered,  the  correction  for  expansion  by  heat  shall 
be  as  follows; 

From  the  measured  volume  of  oil  received  at  any  tempera- 
ture above  sixty  (60)  degrees  Fahrenheit,  an  amount  equivalent 
to  four-tenths  (0.4)  of  one  (1)  per  cent,  tor  every  ten  (10) 
degrees  above  said  sixty  (60)  degrees  Fahrenheit  shall  be  sub- 
tracted as  the  correction   for  expansion  by  heat. 

For  the  purpose  of  measuring  this  oil,  a  temperature  of  sixty 
(60)    degrees   Fahrenheit  shall   be  deemed  normal  temperature. 

(k)  All  tests  herein  specified  must  be  conducted  according 
to   the   official  methods  on   file   in   the   ofllce  of  the   Engineer. 

(For  macadam) 
(f)  ASPHALT;  After  being  freed  from  water,  it  shall  con- 
tain between  eighty-eight  (88)  and  ninety-three  (9o^  per.  cent, 
of  asphalt,  having  at  a  temperature  of  seventy-seven  (77)  de- 
grees Fahrenheit  a  penetration  of  eighty  (80)  degrees  Dow 
penetration  machine,  a  No.  2  needle,  one  hundred  (100) 
grammes,  five  (5)  seconds.  The  percentage  of  asphalt  shall 
be  determined  by  heating  (in  a  No.  20  brass  cylindrical  dish 
having  a  diameter  of  ten  and  one-tenth  (10.1)  centimeters  and 
a  height  of  one  and  nine-tenths  (1.9)  centimeters,  inside  meas- 
urements) fifty  (50)  grammes  in  a  Brown  asphalt  evaporator, 
maintained  at  a  uniform  temperature  of  five  hundred  and  sixty- 


» 


December  4,  1915 


(Soot)  kOAbS 


»3 


Ave  (565)  degrees  Fahrenheit,  until  It  has  reached  the  proper 
consistency,  when  the  weight  of  the  residuum  Is  determined 
and  the  percentage  calculated.  (The  temperature  of  the  liquid 
inside  the  evaporator  shall  be  taken  as  the  temperature  of  the 
evaporator.  The  entire  apparatus  must  be  free  from  draughts 
during    the    test.) 

(g)  LOSS  ON  HEATING:  It  must  be  reduced  to  a  penetra- 
tion of  eighty  (80)  degrees  in  not  less  than  twenty  (20)  nor 
more   than   sixty    (60)    minutes. 

(h)  STICKINESS:  When  it  contains  percentaRe  of  asphalt, 
determined  as  above  specified  equal  to: 

S8  Its  adhesiveness  at  77°   F.  200 

weight    760    grammes,    shall    not    be 

88  ",4      less  than —  245 

89  do  305 
89%                                             do  366 

90  do  430 
90%                                             do  495 

91  Its  adhesiveness  at  95°   F.  100 
weight   760   grammes,   shall    not   be 

91%      less   than —  135 

92  do  185 
92%                                             do                                                236 

93  do  290 

(i)  THERMAL.  READINGS:  It  must  be  delivered  at  the 
point  of  application  at  a  temperature  not  less  than  three  hun- 
dred  (300)   degrees  Fahrenheit. 

(j)  THERMAL,  CORRECTIONS:  In  determining  the  quantity 
of  oil  delivered,  the  correction  for  expansion  by  heat  shall  be 
as  follows: 

From  the  measured  volume  of  oil  received  at  any  tempera- 
ture above  sixty  (60)  degrees  Fahrenheit,  an  amount  equiva- 
lent to  three-tenths  (0.3)  of  one  (1)  per  cent,  for  every  ten  (10) 


HARBOR  BOULEVARD,  LOS  ANGELES  COUNTY, 
MACADAM  ROAD  AFTER  NINE  MONTHS'' 
HEAVY  TRAVEL. 


OILED 


degrees    above    said    sixty    (60)    degrees    Fahrenheit,    shall    be 
subtracted   as    the   correction    for   expansion   by   heat. 

For  the  purpose  of  measuring  this  oil,  a  temperature  of 
sixty  (60)  degrees  Fahrenheit  shall  be  deemed  normal  tem- 
perature. 

(k)  All  tests  herein  specified  must  be  conducted  according 
to   the   official  methods  on   file  in   the   office  of  the   Engineer. 

Disintegrated   Granite   Foundation — A   foundation   used   to 
a  considerable  extent  for  both  macadam  and  concrete  con- 
sists of  a  course  of  disintegrated  granite.     When  used,  this 
is  built  according  to  the  follovi'ing  specifications: 
Dlalntegrrated  Granite  Foundation 

Upon  the  roadbed  prepared  as  hereinbefore  described,  dis- 
integrated granite  shall  be  spread  in  layers  or  courses  of  a 
width,  thickness  and  cross  section,  after  watering  and  rolling, 
as  is  shown  on  the  standard  cross  section  therefor  and  men- 
tioned  in   paragraph   two    (2)    hereof. 

Each  course  of  disintegrated  granite  shall  be  saturated  with 
water  and   rolled   until    thoroughly   compacted. 

The  surface  of  the  finished  base  shall  be  hard,  smooth  and 
true  to  grade  and  cross  section,  and  satisfactory  to  the  Road 
Commissioner. 

Disintegrated  granite  in  place  complete  shall  be  paid  for 
at  the  price  per  ton  named  in  this  contract.  Said  price  shall 
include  the  furnishing  of  all  materials  (except  the  materials 
to  be  furnished  by  the  Road  Department,  as  specified  in  para- 
graph seven  (7)  hereof)  and  the  handling  and  placing  of  all 
materials  required  for  completing  the  disintegrated  granite 
base,  including  all  water,  watering  and  rolling  and  the  clean- 
ing up  of  the  grounds,  in  accordance  with  these  specifications. 


A    COMPLETIOD    OILED    MACADAM    ROAD    AT    A    BRIDGE — 
LOS    ANGELES    COUNTY. 

Concrete  Roads — Under  the  $3,500,000  bond  issue,  the 
former  Highway  Commission  constructed  for  experimental 
purposes  three  concrete  roads — the  Long  Beach-Naples 
Road,  Citrus  Avenue  and  Huntington  Drive,  situated  in  dif- 
ferent parts  of  the  county.  A  cement  plant  is  now  operated 
by  the  county  at  Monolith  and,  in  accordance  with  recent 
orders  passed  by  the  Board  of  Supervisors,  it  is  proposed  to 
furnish  in  place  of  the  free  rock  and  oil  which  have  been 
donated  to  the  Road  Improvement  Districts  for  macadam 
construction  and  for  other  work,  an  equivalent  amount  of 
cement  for  the  construction  of  concrete  roads.  Roads  to 
be  built  in  Road  Improvement  Districts  Nos.  34,  35  and  36 
are  to  be  of  concrete,  and  contracts  have  been  awarded  for 
the  work. 

The  standard  specifications  of  the  county  for  pavement 
of  this  type  are  as  follows: 

Concrete  PaT-ement 

Roadbed. — The  roadbed  shall  be  prepared  as  hereinbefore 
specified;  also  it  shall  be  thoroughly  wetted  immediately  ahead 
of  the   placing  of  the   concrete. 

Forms. — The  forms  shall  be  of  two  (2)  inch  redwood  lum- 
ber, free  from  warp,  the  thickness  of  the  pavement,  one  edge 
planed  straight.  They  shall  be  set  true  to  the  required  lines 
and  grades,  and  held  in  place  by  stakes  of  such  size  and 
length  and  set  at  such  intervals  as  may  be  necessary  to  In- 
sure rigidity.  The  stakes  shall  be  flush  with  the  upper  edge 
of  the  side  strips  and  the  entire  form  work  constructed  in 
a  substantial  and  workmanlike  manner.  The  forms  are  not 
to  be  removed,  but  are  to  remain  as  part  of  the  completed 
work.  The  forms  shall  be  thoroughly  wetted  or  oiled  before 
any    concrete    is    deposited   against   them. 

Whenever  it  is  necessary  to  stop  work,  even  at  noontime, 
the  work  must  be  completed  up  to  a  form  placed  across  the 
roadbed. 


BRIDGE  ON  A  MOUNTAIN  ROAD  IN  LOS  ANGELES  COUNTY. 


294 


J^ 


GOOD    ROADS 


December  4,  1915 


FINAL.  ROLXJNO  BEFORE  OIUNG — LOS  ANGEI.  IV 

OnJSD    MACADAM    WORK. 

OoBerete  Pavement — Cement. — All  cement  for  the  concrete 
pkTament  will  be  furnished  by  the  County.  It  shall  be  "Port- 
laad"  cement,  conforming^  with  the  standard  specifications  for 
ewnent  adopted  in  Augrust,  1909,  by  the  American  Society  for 
Teatlnar  Materials. 

The  cement  shall  be  suitably  protected  from  the  weather 
and  piled  so  as  to  permit  of  access  for  tally,  inspection  and 
Identlflcatlon  of  each  shipment.  It  will  be  delivered  in  the 
original  package  with  the  brand  and  the  name  of  the  manu- 
facturer plainly  marked  thereon.  The  contractor  shall  be 
held  responsible  for  the  proper  protection  and  safety  of  the 
cement  after  delivery  by  the  County.  He  shall  also  collect 
and  make  prepaid  return  shipment  of  empty  cement  sacks, 
and  all  ahortase  of  cement  or  sacks  shall  be  charged  to  his 
account 

Other  Materials. — The  concrete  shall  be  composed  of  broken 
■tone  or  screened  gravel  and  sand — all  of  which  shall  be 
clean,  hard,  durable,  well-graded — and  "Portland"  cement. 
and  fresh,  clean  water. 

The  sand  shall  be  of  such  size  that  all  of  it  will  pass 
through  a  screen  having  four  (4)  meshes  per  linear  inch,  and 
at  leaat  forty  (40),  but,  not  more  than  eighty-flve  (85),  per 
cent.,  by  weight,  will  be  retained  en  a  sieve  having  thirty 
(SO)  meshes  per  linear  Inch.  Not  more  than  seven  (7)  per  cent. 
by  weight  shall  pass  through  a  sieve  having  one  hundred 
(IM)    meshes    per    linear    Inch. 

The  broken  stone  or  gravel  stones  shall  vary  in  their 
longeat  dimensions  from  one-half  (^)  of  an  inch  to  two 
and    one-half    (2H)    inches. 

Composition. — Concrete  materials  shall  be  proportioned  as 
follows:  One  (1)  cubic  foot  (94  pounds)  of  cement,  two  (2) 
cable  feet  of  sand,  and  four  (4)  cubic  feet  of  broken  stone  or 
screened  gravel,  and  water,  which  shall  be  added  in  such 
proportions  as  the  Road  Commissioner  may,  from  time  to 
time,   determine. 

Mixinc  and  J  laclng. — If  the  concrete  Is  mixed  mechanically, 
a  mixer  shall  be  used.  Into  which  the  materials,  including  the 


water,  can  be  precisely  and  regularly  proportioned  and  be 
thoroughly   mixed. 

Hand-mixed  concrete  shall  be  mixed  on  a  tight,  level  plat- 
form as  follows:  The  cement  and  sand  shall  first  be  thor- 
oughly mixed  dry  In  the  proportions  specified.  Clean  water 
shall  then  be  added  and  the  materials  thoroughly  mixed,  and 
deposited  on  the  broken  stone  or  screened  gravel,  which  has 
been  previously  drenched  with  water.  The  ingredients  shall 
then  be  thoroughly  mingled  and  turned  over  until  each  stone 
is  covered  with  mortar.  The  batch  shall  be  carefully  de- 
posited without  delay  and  thorougnly  rammed  until  the  water 
flushes  to  the  surface  and  all  the  voids  are  filled.  Should  de- 
fective work  be  discovered  it  is  to  be  removed  and  the  space 
refilled  with  fresh  material  as  directed  by  the  Road  Commis- 
sioner. No  allowance  shall  be  made  for  any  materials  or 
labor    necessary    on    account    of    water. 

Finish. — The  concrete  Is  to  be  brought  to  a  true  and  uni- 
form surface  conforming  to  the  grade  and  cross  section  of 
completed  roadway,  as  shown  on  drawings,  by  means  of  tem- 
plates and  such  other  implements  as  may  be  necessary. 
While  the  concrete  is  still  plastic,  it  is  to  be  finally  finished 
with  steel  floats  and  given  a  granolithic  surface,  which  must 
be  free  from  any  unevenness. 

During  the  first  fourteen  (14)  days  after  placing,  the  con- 
crete pavement  shall  be  kept  constantly  flooded  by  impound- 
ing water  within  a  series  of  earth  dams  and  earth  banks 
across  the  pavement  and  along  the  sides  of  the  pavement, 
constructed  at  such  locations  and  in  such  a  manner  as  the 
Koad   Commissioner  may  direct. 


HOUUKD    UACAUAU     KEADV     FOR    THE     FIRST    APPLICA- 
TION   OF    OIL. 


TYPICAL    FOOTHILL    RANCH    IN    LOS    ANGELES    COUNTY- 
OILED    MACADAM    ROAD    TO    BE    BUILT. 

All  concrete  shall  be  measured  In  accordance  with  the 
dimensions    shown    on    the    plans    and    cross    sections. 

Reinforcement. — (If  specified  In  proposal.)  Shall  be  woven 
wire  reinforcement  of  such  size,  thickness  and  design  as 
shown  on  the  plans  or  cross  section  therefor  (similar  to  the 
American  Steel  and  Wire  Company's  triangle  mesh  reinforce- 
ment wire)  and  acceptable  to  the  Road  Commissioner.  It  shall 
be  laid  with  the  longitudinal  wires  at  right  angles  to  the 
center  line  and  one  and  one-half  (1%)  Inches  above  the  bot- 
tom  surface,   allowing  each   sheet  a  two    (2)    inch  lap. 

Concrete  pavement  will  be  paid  for  at  the  unit  price  per 
square  yard  for  concrete  pavement  in  place  complete,  which 
price  shall  include  the  furnishing  of  all  materials,  all  labor, 
tools,  implements,  forms  and  all  work  on  same,  and  everything 
incidental  and  necessary  to  the  completed  work,  except  as 
herein   otherwise  specified. 

Bituminous  wearing  surfaces  for  concrete  pavements  are 
constructed  in  accordance  with  the  following  specifications: 
Bituminous  'Wenring  Surface 

After  the  concrete  pavement  has  been  constructed  as  here- 
inbefore specified,  all  dust,  mud,  earth  or  foreign  material 
of  any  kind  which  may  have  accumulated  upon  it  shall  be 
removed  and  the  surface  flushed  with  water.  When  it  has 
become  sufficiently  hard  and  dry  and  In  the  opinion  of  the 
Road  Commissioner  Is  ready  to  receive  It,  asphaltlc  oil  will 
be  furnished  and  applied  by  the  County.  It  will  be  put  on  in 
one  application  of  approximately  one-third  (1/3)  of  a  gallon  to 
the    square    yard.      All    the    work    hereinbefore    and    hereafter 


December  4,  1915 


GOOD    ROADS 


295 


provided    for    shall    be    performed    by    the    contractor    except 
the  application   of  asphaltlc  oil. 

Directly  after  the  oil  has  been  applied,  stone  screenings 
of  the  commercial  size  known  as  Number  Four  shall  be 
uniformly  spread  upon  it  in  sufficient  quantity  to  combine 
with  the  oil  without  leaving  any  excess  screenings  on  the  fin- 
ished road  surface.  The  stone  screenings  are  to  be  spread  in 
a  direction  parallel  with  the  road  and  never  crosswise.  If 
necessary,  from  time  to  time,  additional  screenings  shall  be 
spread,  as  the  Road  Commissioner  may  direct,  to  cover  any 
oil  which  may  come  to  the  surface,  until  the  final  comple- 
tion and  acceptance  of  the  work.  The  stone  screenings  are 
to  be  furnished  and  spread  by  the  contractor  and  must  be  of 
a  quality,  size  and  spread  In  a  manner  satisfactory  to  the 
Road  Commissioner. 

Maintenance 

For  maintenance  purposes  the  roads  of  the  county  are 
divided  into  two  classes — paved  ways  and  earth  roads,  the 
latter  comprising  all  roads  in  the  county  except  the  boule- 
vards or  paved  ways.  The  work  of  maintenance  is  classi- 
fied under  three  heads— ordinary  maintenance,  extraordinary 
maintenance  and  special  maintenance — and  is  all  carried  out 
under  the  direct  charge  of  the  Superintendent  of  Mainte- 
nance. 

Ordinary  maintenance  is  carried  on  under  the  direction  of 
district  engineers,  of  which  there  are  at  present  three.     This 


TYPICAI,    MOIT.XTAIN    ROAD    IN    LOS    ANGELES    COUNTY— 
BEFORE    IMPROVEMENT. 

w(jrk  consists  of  small  patchwork,  the  repair  of  holes  not 
exceeding  3  yds.  in  surface  area,  the  filling  of  ruts  and  de- 
pressions, the  removal  of  loose  stones  and,  in  fact,  any  work 
of  this  "character  not  necessitating  scarifying,  and  also  all 
rcsealing  of  the  paved  part  of  the  road.  The  upkeep  of  the 
shoutders,  gutters,  culverts  and  guard  rails  and  fences  is 
also  considered  a  part  of  ordinary  maintenance.  The  work 
i.s  done  by  patrol  service,  modeled  after  the  French  system, 
liut  modified  by  the  substitution  of  the  motor  truck  for  the 
liorse-drawii  vehicle.  It  is  found  that  a  gang  of  six  or  eight 
men,  with  a  motor  truck  equipped  with  a  small  -pump  for 
handling  oil  and  with  shovels,  rakes,  hoes.-tampers  and  other 
tools,  can  do  the  ordinary  small  repairing  necessary  to  keep 
the  road  surface  in  a  satisfactory  condition  on  a  stretch 
of  from  50  to  75  miles. 

Extraordinary  maintenance  comprises  large  patchwork 
jobs  which  may  require  scarifying;  resurfacing  work  on 
|)avements  in  a  rough  or  bad  condition  for  distances  not  less 
than  200  ft.  in  length;  the  reconstruction  of  worn-out  pave- 
ments for  similar  distances,  in  which  the  use  of  new  mate- 
rial is  necessary,  and  the  renewal  of  parts  of  .culverts,  guard 
rails   and   fences. 

.Special  maintenance  comprises  all  work  in  the  nature  of 
new  construction  such  as  putting  in  new  culverts,  guard  rails 


OILED    MACADAM    ROAD    UNDER    CONSTRUCTION — RBADJ 
FOR    SECOND    APPLICATION    OP    OIL.  . 

and  fences  where  none  previously  existed,  and  also  the  re- 
pair of  damage  resulting  from  flood,  storms  or  similar  causes. 

Stone  and  Oil   Plants   and   Equipment 

The  Road  Department  at  present  operates  two  quarries 
and  crushing  plants,  which  provide  most  of  the  crushed  stone 
needed  for  construction  and  maintenance  work. 

The  equipment  owned  by  the  department  includes  4  steam 
shovels,  16  steam  or  gasoline  rollers,  3  traction  engines 
(which  may  be  converted  into  steam  rollers),  8  motor  trucks, 
3  oil  trucks,  concrete  mixers,  pile  drivers,  and  various  imple- 
ments required  for  ordinary  road  work. 

At  present  there  is  under  consideration  a  plan  for  increas- 
ing the  facilities  of  the  county  oil  pit  so  that  the  department 
can  handle  all  grades  of  oil,  and  for  constructing  a  refinery 
so  that  the  oil  can  be  taken  direct  from  the  wells.  The  three 
motor  trucks  referred  to  are  equipped  with  tanks,  pumps, 
etc.,  and  are  used  for  handling  the  heavy  oil.  The  lighter 
oil  is  handled  by  gravity  sprayers  drawn  by  horses.  If, 
however,  the  haul  for  lighter  oil  is  too  long  to  be  eco- 
nomically handled  with  these,  one  of  the  other  machines  is 
used.  In  addition  to  the  county  oil  pit,  there  are  several 
heating  stations  at  various  points  in  the  county  where  oil 
is  received  direct  from  the  refineries  at  the  wells,  thereby 
saving  a  second  freight  rate  for  shipping  the  oil  out  from 
the  county  oil  pit.  It  is  expected  that  before  another  year 
the  county  will  have  sufficient  equipment  to  enable  it  to  do 
all  of  the  oil  handling  with  its  own  forces.  It  has  beep 
found,  it  is  stated,  that  the  county  can  haul  and  distribute 
the    oil   with   its   own   machines    for   about    one-half   what   it 


A  COMPLETED  OILED  MACADAM  ROAD  IN  LOS  ANGELES 
COUNTY. 


2<96 


GOOD    ROADb 


December  4,  1915 


PREPARING    A    CEMENT    CONCRETE    ROAD    FOR    OILING — HAND    SWEEPING    AFTER    SWEEPING    WITH    A    ROTARY 

MACHINE    BROOM— LOS     ANGELES    COUNTY,    CALIFORNIA. 


is  necessary  to  pay  contractors  for  doing  such  work.  The 
oil  is  a  very  important  material  in  the  county  work,  and  it 
is  believed  that  it  is  much  safer  to  handle  it  with  the  county's 
own  forces,  as  only  slight  errors  in  oiling  cause  material  de- 
fects in  both  construction  and  maintenance  work. 

Bridget 

The  older  bridges  in  the  county  are  practically  all  of 
timber  and  of  light  construction,  being  either  trestles  or 
combination  trusses.  These  structures  have  been  strength- 
ened wherever  possible  and  are  being  replaced  with  perma- 
nent structures  as  fast  as  funds  become  available.  In  the 
construction  of  permanent  bridges,  reinforced  concrete 
arches  or  girders  are  used  wherever  practicable.  Where 
long  spans  are  necessary  and  arches  can  not  be  used  eco- 
nomically   because    of   local    conditions,    steel    bridges    with 


reinforced  concrete  floors  have  been  employed.  Plate 
girders  of  40,  60  and  80  ft.  and  truss  spans  up  to  200  ft.  have 
also  been  designed.  Wooden  bridges  are  used  for  renewals 
only  where  the  traffic  is  comparatively  light  or  where  more 
or  less  temporary  crossings  are  desired,  or  where  there  is 
a  possibility  of  change  in  channel.  The  new  bridges  are 
designed  to  carry  a  20-ton  traction  engine. 

Both  corrugated  iron  and  reinforced  concrete  pipes  are 
used  for  the  smaller  culverts.  Box  culverts  of  reinforced 
concrete  of  spans  up  to  20  ft.  have  been  built. 

The  work  of  strengthening  the  old  bridges  has  been  done 
by  the  Road  Department,  which  has  also  built  most  of  the 
new  structures  required  by  force  account,  only  a  small  por- 
tion of  this  work  having  been  done  by  contract.  The  de- 
sign of  new  bridges  is  in  charge  of  the  department's  Bridge 
Engineer. 


UL-.N-TINGTON    TERRACE    BRIDGE,    LOS    ANGELES    COUNTY,    CALIFORNIA. 


December  4,  1915 


GOOD    ROADS 


297 


Traffic 

A  comprehensive  traffic  census  has  not  yet  been  taken 
by  the  county,  although  during  the  past  year  counts  have 
been  made  on  practically  all  the  main  highways.  On  some 
of  the  roads  a  census  was  taken  two  or  three  times  during  the 
year.  In  order  that  some  real  value  to  those  responsible 
for  the  construction  and  up-keep  of  the  roads  might  be 
obtained,  it  was  decided  to  make  the  count  extend  over 
the  entire  twenty-four  hours  of  the  day  and  then  reduce 
the  record  to  a  foot-ton  basis.  This  was  done  and  the  record 
for  the  road  in  question  shown  graphically,  the  record  being 
so  drawn  as  to  show  the  amount  of  horse-drawn  traffic, 
the  amount  of  motor  traffic  and  the  amount  of  the  two  com- 
bined. Road  Commissioner  F.  H.  Joyner  discusses  the  effect 
of  traffic  as  follows: 

"It  has  been  found  that  the  foot-ton  traffic  varies  directly 
with  the  actual  wear  on  the  roads,  as  shown  by  the  surface 
condition  of  the  road  and  by  careful  examination  of  the  entire 
thickness  of  the  road  crust,  and  it  does  not  appear  that  the 
weight  or  the  speed  materially  affect  the  amount  of  wear, 
excepting  as  they  affect  the  foot-ton  load  that  the  road  is 
carrying.  Of  course,  where  foundations  are  weak,  either 
through  errors  in  construction  or  from  other  causes,  such 
as  the  burrowing  of  animals,  a  single  10-ton  load  will  occa- 
sionally cause  the  macadam  to  break  under  the  load  where 
it  would  not  break  under  five  2-ton  loads,  but  this  has  been 
found  to  be  a  rare  exception.  As  a  rule  if  a  10-ton  load  will 
develop  a  weakness  in  the  foundation,  five  2-ton  loads  will 
develop  the  same  weakness.  It  is  believed  that  this  traffic 
census  will  enable  the  department  to  know  what  repairs  and 
reconstruction  are  going  to  be  needed  in  the  years  to  come, 
and  knowing  that,  we  will  be  able  to  provide  for  funds  nec- 
essary to  meet  our  maintenance  expenses." 

Accounting 

The  work  of  the  Accounting  Division  is  based  on  the  prin- 
ciple that  its  results  must  enable  the  department  to  obtain 
at  all  times  correct  data  and  statistics  as  to  the  detailed  cost 
of  maintenance  of  road  units,  as  much  for  the  purpose  of 
control  and  supervision  of  the  economical  efficiency  of  the 
work  performed  as  for  use  in  determining  the  value  of  im- 
provements from  the  standpoint  of  engineering  excellence 
and  economy.  For  this  purpose  it  is  necessary  to  show  all 
the  elements  of  the  actual  cost  of  construction  or  mainte- 
nance work  in  a  comprehensive  manner  and  in  such  shape 
that  they  may  be  understood  by  everyone  without  the 
necessity  of  arriving  at  them  from  the  compilation  of  scat- 
tered sources  of  information.  To  bring  about  the  desired 
results,  the  following  departmental  functions  have  been 
adopted: 

Administration;  general  engineering;  highway  construc- 
tion; highway  maintenance;  dirt  road  construction;  dirt 
road  maintenance;  bridge  construction;  bridge  repairs; 
equipment;  equipment  maintenance;  general  expense. 

In  order  to  know  that  money  spent  is  full  equivalent  for 
work  done,  the  fundamental  parts  of  the  system  are  records 
made  at  the  time  of  issue.  These  records,  reports,  etc.,  are 
tied  into  the  bookkeeping  in  order  to  show  the  cost  of  each 
functional  operation.  The  records  provide  automatically 
for  distribution  to  the  proper  activities.  For  special  work, 
in  relation  to  which  there  is  no  opportunity  to  systematize 
the  classification,  the  records  are  identified  by  numbers 
referring  to  the  special  work  order  to  which  they  apply. 

Road  Commissioner  Joyner  comments  on  the  operation  of 
the  Road  Department's  accounting  system  as  follows: 

"The  result  of  our  present  accounting  system  is  that  we 
are  now  able  to  know  at  all  times  what  our  actual  situation 
is  and  can,  in  every  instance,  show  when,  how,  and  for 
what  purpose  any  expenditure  is  made,  and  what  has  been 
the  cost  of  any  elementary  activity  for  any  particular  opera- 
tion for  any  specific  function  of  our  organization." 


The  Use  of  Rock  Asphalt  in  Jefferson  County, 
Kentucky 

Kentucky  rock  asphalt  has  been  used  with  considerable 
success  in  the  construction  of  roads  in  Jefferson  County. 
Kentucky,  of  which  Louisville  is  the  county  seat.  The  ma- 
terial is  a  crushed  bitumen-impregnated  sandstone,  which 
is  put  down  in  the  same  manner  as  ordinary  crushed  stone, 
and  it  is  stated  that  while  the  cost  of  rock  asphalt  roads 
in  Jefferson  County  is  about  15  per  cent,  higher  than  that 
of  water  bound  macadam,  the  rock  asphalt  can  be  maintained 
at  a  great  deal  lower  cost. 

The  first  use  of  this  material  was  on  a  section  of  road 
about  400  ft.  long,  near  St.  Helen's,  while  the  first  extensive 
use  was  in  resurfacing  about  31,500  sq.  yds.  on  Taylor  Boule- 
vard. The  portion  of  road  resurfaced  is  about  three  miles 
long  and  carries  the  heavy  traffic  from  truck  gardens.  Most 
of  the  work  consisted  of  laying  a  new  wearing  surface  of 
rock  asphalt  over  an  old  macadam.  The  work  was  done  by 
contract  by  the  American  Standard  Asphalt  Co.,  and  was 
commenced  on  June  1  and  completed  on  October  1,  1914. 
The  contract  price  was  40  cts.  per  sq.  yd.  The  road  is  said 
to  be  in  first-class  condition,  the  only  maintenance  work 
which  has  been  done  being  on  a  short  section  where  the 
foundation  was  poor  and  the  subgrade  wet. 

The  last  work  of  this  kind  done  in  the  county  was  the 
reconstruction  of  a  4-mile  section  on  the  18th  Street  Road. 
The  work  was  commenced  on  June  1  and  completed  about 
Sept.  1,  1915.  The  work  was  done  by  the  county  at  a  cost 
of  about  38  cts.  per  sq.  yd.  The  material  cost  $7.00  per 
ton,  f.o.b.  cars.  The  average  haul  to  the  work  was  about 
one-half  mile,  the  cost  of  hauling  amounting  to  about  lOj^ 
cts.  per  ton.  The  labor  used  comprised  6  men  spreading  at 
from  $1.75  to  $2.00  per  day  and  a  roller  and  crew  at  $12 
per  day.  The  pavement  was  laid  to  a  width  of  16  ft.  and 
about  1%  ins.  deep,  after  rolling. 


Extensive  Improvements   Planned  in 
Pittsburgh,  Pennsylvania 

The  question  of  issuing  bonds  to  the  amount  of  $7,000,000 
will  be  submitted  to  the  voters  of  Pittsburgh,  Pa.  It  is 
planned  to  use  the  funds  obtained  by  the  sale  of  the  bonds 
for  the  purpose  of  carrying  out  an  extensive  program  of 
municipal    improvements. 

Approximately  $3,120,000  of  the  amount  is  involved  hi 
proposed  street  improvements  and  Director  Robert  Swan, 
of  the  Department  of  Public  Works,  has  been  instructed 
to  prepare  detailed  estimates  of  a  number  of  projects  for 
which  the  preliminary  estimates  involve  the  following 
amounts: 

Widening  Diamond  St.,  $300,000;  improvement  of  E.  Ohio 
St.,  $390,000;  raising  streets  in  flood  district,  $300,000;  widen- 
ing the  following  streets:  Warrington  Ave.,  $120,000;  Mt. 
Oliver  St.,  $90,000;  Chartiers  St.,  $60,000;  Carson  St.,  $90,000; 
Arlington  Ave.,  $120,000;  opening  Mt.  Washington  Rdwy., 
between  Brownsville  and  Grand  View  Ave.,  $390,000;  widen- 
ing Elmere  and  repaving  Howard  Sts.,  $60,000;  repairing  and 
repaving  streets,  $750,000;  highways,  bridges  and  viaducts. 
$450,000. 


The  County  CommiSHioners  of  Brath  County,  Tex.,  have  voted 
county  warrants  for  $120,000  for  the  improvement  of  roads. 


The  Board  of  SniiervlHOrii  of  Amador  County,  Cal^  has  been 
asked  to  call  an  election  early  in  1916  on  the  question  of  issu- 
ing-  $250,000   bonds   tor   the   construction   of   roads. 


Nine  Towns  in  Genessee  County,  IV.  Y.,  will  raise  the  follow- 
ing amounts  for  highway  purposes  in  1916:  Alabama,  $5,000; 
.Mexander,  $6,400;  Bergen,  $4,900;  Bethany.  $5,250:  Byron.  $5,- 
150;  Darlen,  $6,650;  Elba,  $3,650;  Pembroke,  $5,450;  Stafford. 
?5,250. 


GOOD    ROADS 


December  4,  1915 


Operation  of  the  Municipal  Asphalt  Plant  of  the  Borough  of 

Manhattan,  New  York  City 


The  municipal  asphalt  plant  of  the  Borough  of  Manhattan, 
New  York  City,  has  been  in  operation  since  May  25,  1914. 
Very  complete  data  on  the  operation  of  the  plant  during  its 
first  year,  together  with  a  description  of  the  plant,  were 
embodied  in  a  paper  presented  at  a  meeting  of  the  Munic- 
ipal Engineers  of  the  City  of  New  York  held  on  October  28. 
The  paper,  entitled  "One  Year's  Operation  of  the  Manhat- 
tan Asphalt  Plant,"  was  presented  by  Wm.  Goldsmith,  Super- 
intendent of  the  plant  and  a  member  of  the  society.  As 
printed  in  the  "Municipal  Engineers  Journal,"  the  society's 
publication,  the  paper  is  thoroughly  illustrated  by  reproduc- 
tions of  photographs,  plans  and  sections,  and  accompanied 
by  several  detailed  tabular  statements. 

Descriptions  of  the  plant  were  printed  in  "Good  Roads" 
for  October  4.  1913,  and  March  7,  1914.  The  data  in  the 
following  paragraphs  are  from  Mr.  Goldsmith's  paper. 

The  plant  is  situated  at  90th  St.  and  East  River,  a  site 
which  makes  the  maximum  haul  in  the  Borough  of  Manhat- 
tan about  7yi  miles.  Materials  are  received  in  barges,  hoist- 
ed into  a  tower  and  conveyed  to  different  parts  of  the  plant 
by  a  car  operated  over  wooden  trestles.  The  equipment  of 
the  plant  includes  three  rotary  driers,  two  for  sand  and  one 
for  stone;  a  600-cu.  ft.  hot  sand  bin,  a  450-cu.  ft.  stone  bin; 
four  40-ton  asphalt  melting  kettles;  a  2S,000-gal.  flux  oil 
tank;  a  bin  for  limestone  dust;  two  16  cu.  ft.  Iroquois 
mixers;  a  sand  screen,  and  conveyors.  The  power  plant 
consists  of  two  ISO-HP.  Babcock  &  Wilcox  water  tube  boil- 
ers and  a  ISO-HP.  horizontal  engine  of  the  Corliss  type. 

Tractors  and  trailers  are  used  to  handle  the  transportation 
work  of  the  plant.  The  equipment  consists  of  6  Saurer 
tractors  and  14  bottom  dump  wagons,  of  120  cu.  ft.  capacity, 
that  can  be  used  also  as  trailers.  One  tractor  is  used  only 
for  hauling  trailers  around  the  yard  of  the  plant.  The 
other  five  are  used,  as  required,  for  hauling  loaded  trailers 
to  work.  On  arrival  at  the  work  the  trailer  is  jacked  up, 
the  tractor  goes  back  to  the  plant  and  an  extra  set  of  front 
wheels  are  placed  under  the  trailer,  which  is  than  hauled 
around  on  the  work  by  the  roller.  The  tractors  and  the  de- 
partmental automobiles  are  stored  in  a  3S  by  lOO-ft.  garage 
at  the  plant 

The  street  equipment  is  sufficient  for  12  gangs.  The  roller 
equipment  consists  of  7  Kelly-Springfield  S-ton  steam  as- 
phalt rollers  and  S  Good  Roads  Machinery  Co.  S-ton  steam 
asphalt  rollers.  Besides  one  roller,  each  gang  has  the  fol- 
lowing equipment:  1  tool  wagon;  1  canvas  cover  for  tools; 
3  asphalt  rakes;  3  asphalt  smoothers  (SO  lbs.);  3  asphalt 
tampers  (34  lbs.);  7  asphalt  cutters;  2  asphalt  top  shovels; 
6  asphalt  shovels;  2  crowbars;  1  fire  wagon;  1  extra  set  of 
wheels  for  trailers;  2  "street  closed"  signs;  4  red  Dietz  lan- 
terns; 24  wooden  barricades;  1  metallic  tape;  2  lO-ton  Barrett 
jacks;  1  wooden  horse  for  trailer;  2  wheelbarrows;  6  pick- 
axes; 1  asphalt  thermometer;  3  galvanized  iron  pails. 

Each  gang  consists  of  1  foreman,  at  $4.50  per  day;  1 
roller  engineer,  at  $5.00  per  day;  2  watchmen,  at  $600  per 
year;  2  rakers,  at  $3.00  per  day;  2  tampers,  at  $2.80  per  day; 
2  smoothers,  at  $2.50  per  day;  1  roller  boy,  at  $2.50  per 
day.  and  6  laborers,  at  $2.50  per  day.  The  gangs  are  super- 
vised by  two  gang  supervisors,  one  having  charge  of  the 
district  north  of  59th  St.  and  the  other  of  the  district  south 
of  that  street.  The  gang  supervisors  report  to  the  super- 
intendent. 

A  plant  supervisor,  who  also  reports  to  the  superintendent, 
hat  direct  charge  of  the  plant  and  the  force  employed  there. 
Reporting  to  the  plant  supervijor  are  a  stotionary  engineer 


who  has  charge  of  the  boiler  room  and  engines,  a  hoisting 
engineer  who  has  charge  of  the  unloading  of  materials,  a 
machinist  and  a  mixer  foreman.  Under  the  stationary  engi- 
neer are  3  firemen;  under  the  hoisting  engineer,  1  fireman  and 
2  trestle  men;  under  the  machinist,  1  oiler,  1  blacksmitli 
and  1  helper;  and  under  the  mixer  foreman,  12  asphalt  work- 
ers. There  are  two  clerks,  one  bookkeeper  and  a  telephone 
operator,  in  the  office  of  the  plant.  A  chemist,  who  has 
charge  of  the  laboratory,  reports  to  both  the  superintendent 
and  the  chief  engineer.  The  superintendent  reports  to  the 
chief  engineer. 

The  state  labor  law  providing  for  an  8-hour  day  has  made 
somewhat  difficult  the  operation  of  the  plant,  and  in  order 
to  comply  with  this  statute  the  daily  work  is  arranged  as 
follows:  At  4:30  a.  m.  one  fireman  starts  the  fires  in  the 
sand  and  stone  drums,  and  an  oiler,  who  reports  for  work  at 
the  same  time,  has  half  an  hour  to  inspect  bearings  and 
belts.  At  S  a.  m.  the  stationary  engineer  starts  the  engine. 
one  man  in  the  sand  bin  feeds  sand  to  the  spiral  conveyor 
and  one  man  in  the  stone  bin  feeds  stone.  The  sand  and 
stone  are  heated  to  the  proper  temperatures  and  elevated  to 
the  bins  at  the  top  of  the  plant.  At  6  a.  m.  the  mixer  fore- 
man and  3  laborers  start  the  mixers,  and  in  an  hour  have 
at  least  six  120-cu.  ft.  loads  ready  for  delivery.  At  7  o'clock 
4  chauflfeurs  start  out  with  loads,  leave  them  at  the  work  and 
return  to  the  plant  for  other  loads.  At  10  a.  m.  3  men  re- 
port, cut  up  asphalt;  send  it  up  on  the  elevator  and  dump 
it  into  the  kettles  on  the  top  floor.  This  asphalt  is  heated 
and  used  about  48  hours  later.  This  schedule  of  putting  the 
plant  into  operation  each  day  has  worked  out  so  that  the 
men  work  only  8  hours. 

The  proportions  for  binder  and  topping  now  used  at  the 

jjilant  are  as  follows: 

Binder: 

Material  Weight    in    Pounds  Percentage 

Crushed     stone     1,100  69.4 

Fine     sand      400  25.2 

Asphaltlc    cement    85  5.4 

Total     1,585  100.0 

Topping: 

Sand     1,000  71.0 

Limestone    dust    225  18.1 

Asphaltlc    cement    154  10.9 

Total     1,409  100.0 

The  work  of  the  street  gangs  is  laid  out  by  the  superin- 
tendent and  gang  supervisors,  who  obtain  their  information 
from  a  map  upon  which  is  recorded  the  condition  of  every 
street  in  the  borough.  This  map  is  kept  in  the  main  office 
of  the  Bureau  of  Highways  and  is  kept  up-to-date  by  reports 
furnished  by  district  inspectors.  Sections  of  pavement  to 
be  repaired  are  marked  by  the  gang  foremen  in  company, 
where  possible,  with  a  gang  supervisor.  For  one  hour  after 
getting  to  the  work  the  whole  gang  is  employed  in  cutting 
out  the  old  asphalt  and  shoveling  it  into  a  dirt  truck,  in 
which  it  is  hauled  away.  In  order  to  make  possible  the  de- 
livery of  new  material  in  time,  five  of  the  twelve  gangs 
start  work  at  7  a.  m.,  five  at  8:30  a.  m.  and  two  at  9  a.  m. 
By  the  time  new  material  has  arrived  at  the  work  the  amount 
of  old  pavement  cut  out  is  about  equal  to  the  amount  of 
new  pavement  which  can  be  laid  in  half  a  day.  On  arrival 
of  the  hot  material,  two  men  shovel  it  out  of  the  trailer  and 
two  small  gangs,  each  consisting  of  1  raker,  1  tamper,  1 
smoother  and  2  wheelbarrow  men,  start  at  work  placing  the 
material.  The  roller  engineer  reports  an  hour  later  than 
the  rest  of  the  gang,  so  that  patches  are  ready  to  be  rolled 
by  the  time  he  arrives.    At  the  completion  of  the  day's  work, 


December  4,  1915 


GOOD    ROADS 


299 


the  patches  are  measured  and  located  by  the  foreman. 
These  records,  with  the  time  reports  of  his  men,  are  sent 
by  the  foreman  to  the  plant  office. 

On  burner  work  the  organization  of  the  gang  is  some- 
what different.  Iroquois  and  Buckeye  burners  are  used, 
either  type  requiring  one  man  to  a  burner.  From  one  to 
five  burners  are  used  at  a  time,  but  as  most  of  the  burner 
work  has  been  from  curb  to  curb  the  number  used  has 
ordinarily  ranged  from  three  to  five.  On  some  work  Lutz 
surface  heaters  have  been  used  experimentally. 

There  are  about  5,000,000  sq.  yds.  of  sheet  asphalt  pave- 
ment and  about  1,500,000  sq.  yds.  of  asphalt  block  pave- 
ment in  the  Borough  of  Manhattan.  Of  these  totals,  3,000,- 
000  sq.  yds.  of  sheet  asphalt  and  1,000,000  sq.  yds.  of  asphalt 
block  are  maintained  by  the  municipal  plant.  The  operation 
of  the  plant  during  the  year  ending  July  1,  1915,  is  sum- 
marized by  Mr.  Goldsmith  as  follows: 

"(a)  Repairs. — 283,144.8  sq.  yds.  of  sheet  asphalt  were  laid 
at  an  approximate  cost  of  $1.00  per  sq.  yd.  (including  de- 
preciation, interest  on  money,  overhead,  etc.).  Former  con- 
tract prices  for  this  same  work  were  about  $1.50  per  sq.  yd. 
Thus  a  direct  saving  of  about  $140,000  is  shown. 

"(b)  Street  Openings. — Plumbers'  and  other  street  open- 
ings were  repaired  much  more  rapidly  than  companies  were 
accustomed   to   doing. 

"(c)  Operation. — During  1913  before  the  plant  was  in  ope- 
ration, the  average  contract  cost  for  sheet  asphalt  top  was 
$1.62  per  sq.  yd.  With  the  plant  in  operation  in  1914,  the 
bid  prices  on  the  same  work  went  down  to  $1.00  per  square 
yard,  with  an  average  of  $1.25  per  sq.  yd.  The  municipal 
plant  also  bid  on  repair  work  to  be  done  for  the  different 
corporations  and  here  also  a  decided  reduction  in  cost  is 
evident.  The  Third  Avenue  Railroad  Co.,  which  paid  $1.49 
per  sq.  yd.  during  1913,  received  a  bid  of  $1.00  per  sq.  yd. 
for  1914  repairs;  likewise  the  Consolidated  Gas  Co.  and  the 
Consolidated  Subway  and  Electrical  Telegraph  Co.  received 
a  bid  of  $1.97^  per  sq.  yd.  for  sheet  asphalt  on  concrete, 
whereas  in  1913 'it  was  $2.18  per  sq.  yd. 

"(d)  Machine  Shop. — From  the  savings  made  during  the 
year,  a  lathe,  drill  press,  shaper  and  other  machinery  and 
tools  necessary  to  fully  equip  a  first-class  machine  shop 
were  bought,  so  that  the  department  in  future  years  will  be 
able  to  repair  all  departmental  machinery  and  automobiles, 
at  a  much  less  cost  than  by  open  market  orders. 

"(e)  Garage. — From  additional  money  saved  during  the 
year,  a  contract  was  entered  into  and  executed  for  the  con- 
struction of  a  garage  35  ft.  by  100  ft.,  in  which  all  depart- 
mental automobiles  and  trucks  are  stored  and  maintained. 
In  connection  therewith  is  placed  a  gasoline  tank  which 
makes  it  possible  to  purchase  gasoline  at  11  cts.  per  gal., 
whereas  the  city  has  been  accustomed  to  paying  20  cts.  per 
gal.  at  garages  where  cars  were  stored.  A  saving  in  rental 
on  storage  for  departmental  cars  also  amounts  to  about  $2,- 
040  per  annum. 

"(f)  Motors. — After  a  careful  investigation  it  was  shown 
that  the  use  of  motor  vehicles  instead  of  horse-drawn  wagons 
would  effect  a  large  saving  in  transportation.  With  addi- 
tional money  saved,  six  Saurer  tractors  were  purchased  at  a 
cost  of  $23,970  and  to  be  attached  to  these  were  purchased 
15  trailers.  A  large  saving  in  transportation  was  thus  ef- 
fected. 

"(g)  Additional  Work.^With  the  plant  it  was  possible  to 
do  work  which  was  not  thought  of  under  the  contract  sys- 
tem, so  a  great  deal  of  burner  work  was  done  on: 
Lenox  Ave.,   from    126th   St.   to   128th   St., 
Fifth        "  "        91st    "     "     99th    "  , 

West  End  Ave   "        72nd    "     "     75th    "  , 
75th  St.,  Central  Park  West,  to  Broadway, 
75th    "     Madison  Ave.  to  Park  Ave., 
and  many  other  locations  where  depressions  and  wave  ac- 


tions were  evident,  the  surface  was  burnt  oflE  and  the  area 
resurfaced  from  curb  to  curb  so  that  these  streets  now  look 
like  new  construction.  Then  the  cycle  path  on  110th  St. 
from  8th  Ave.  to  Amsterdam  Ave.  was  widened  to  10  ft.  so 
that  automobile  traffic  is  possible  thereon. 

"And  so  in  many  ways  work  was  done  which  would  not 
have  been  possible  (on  account  of  red  tape)  under  the  con- 
tract system. 

"(h)  Condition  of  Streets. — The  percentage  of  the  total 
pavement  relaid  and  the  cost  per  sq.  yd.  maintained  taken 
in  conjunction  with  the  amount  of  traffic  and  the  condition 
of  the  streets  are  the  true  criterions  upon  which  maintenance 
work  should  be  judged. 

"With  the  plant  in  operation  for  six  months  in  1914,  the 
following  costs  and  percentages  of  sheet  asphalt  relaid  show 
up  admirably  for  the  plant's  work: 

Year  Per  Cent.  Relaid       Cost  per  Sq.  Yd. 

1912  11.8  14.1  cts. 

1913  9.3  13.8  cts. 

1914  8.0  9.5  cts. 

"The  above  alone  taken  in  conjunction  with  the  condition 
of  the  streets  which  were  in  much  better  condition  than 
ever  before,  clearly  shows  that  the  municipal  asphalt  plant 
has  been  a  decided  success." 

Under  the  heading  "Cost  Data"  detailed  information  on 
costs  are  given  by  Mr.  Goldsmith.  He  points  out  that  in 
the  Borough  of  Manhattan  the  specifications  call  for  3  ins. 
of  asphalt  after  compression,  but  that  when  repairs  are  made 
a  less  thickness  is  required,  2  ins.,  compressed,  being  a  closer 
approximation  of  the  actual  thickness.  He  also  points  out 
that  in  comparing  costs  with  former  contract  prices,  the 
only  basis  of  comparison  is  by  the  square  yard,  so  that  in 
the  tables  of  cost,  figures  have  been  given  on  that  unit.  There 
is  also  given  the  cost  per  cubic  foot,  to  enable  comparisons 
to  be  made  with  other  municipal  asphalt  plants  which  figure 
costs  on  that  basis. 

During  1914  and  1915  unit  prices  for  materials  were  as 
follows: 

Material  Cost    in    1914  Cost    In    1915 

Portland   cement    $8.07  per  ton*  $7.04   per  ton* 

Asphaltic    cement    14.48   per   ton  11.92   per  ton 

Crushed    stone    1.10  per  cu.  yd.  0.88  per  cu.  yd. 

Sand      0.80  per  cu.  yd.  0.80  per  cu.  yd. 

'JLimestone     dust     t  4.95   per  ton* 

*L,esa  10  cts.  per  bag-  rebate. 

tDurlnp:  1914  Portland  cement  instead  of  limestone  dust  was 
used  as  filler. 

The  salaries  and  wages  of  those  employed  in  the  work  of 
the  plant  other  than  those  which  have  already  been  given  are 
as  follows:  Superintendent,  $3,000  per  year;  plant  supervisor, 
$1,200  per  year;  gang  supervisors,  $1,800  per  year;  2  clerks,  at 
$740  per  year;  stationary  engineer,  $4.50  per  day;  machinist, 
$5.00  per  day;  hoist  engineer,  $4.75  per  day;  firemen,  $3.00 
per  day;  asphalt  workers,  $2.50  per  day. 

The   cost   summary   for   the    six   months    in    1914   covered 

by  the  paper  is  as  follows: 

Restoring 

openings, 

Maintenance    including 

work  foundation  Total 

Plant    labor    $12,909.91  $2,382.84  $15,292.75 

Street  labor    40,528.47  7,148.53  47,677.00 

Transportation      16,356.70  2,767.30  19,124.00 

Materials     30,613.83  5,158.29  35.772.12 

Total     $100,408.91        $17,456.96        $117,865.87 

Square    yards    laid    123,253  6,623.8  129,876.8 

.\verage  cost  per  sq.  yd 81.4  cts.  $2,630  90.6  cts. 

Overhead  and  depreciation 

per   sq.    yd 18.4  cts.  0.184  18.4  cts. 

Total  cost  per  sq.  yd 99.8  cts.  $2,814  $1.09 

Total   cost   per   cu.    ft 50.6  cts.  0.506  0.506 

The  costs  of  work  during  1915  were  computed  according 
to  a  system  devised  by  the  department's  expert  accountant, 
and  are  shown  in  considerable  detail  in  tabular  statements 
for  work  during  the  month  of  June,  1915, 


300  GOOD    ROADS  December  4,  1915 

A  Demonstration  of  Concrete  Pavement  Construction  in 

Pennsylvania  Highway  Work 


In  the  construction  of  a  concrete  pavement  in  Lehigh  and 
Northampton  Counties,  the  Pennsylvania  State  Highway 
Department  is  utilizing  the  opportunity  to  demonstrate  the 
efficiency  and  economy  of  competent  engineering  and  up-to- 
date  methods  of  construction.  The  work  is  being  done  by 
the  department's  forces  under  the  direct  supervision  of  de- 
partment engineers  and  is  being  carried  on  in  strict  con- 
formity with  carefully  drawn  specifications  and  with  an 
adequate   construction   plant. 

The  pavement,  when  completed,  wilt  extend  from  Easton 
in  Northampton  County,  through  Bethlehem,  to  Allentown, 


sand  and  stone  to  the  work  from  Bethlehem  and  Easton 
and  to  distribute  additional  stone  obtained  from  a  small 
quarry  opened  near  the  road  and  served  by  a  spur  track  from 
the  trolley  line.  This  native  stone  is  crushed  at  the  quarry 
and  used  in  addition  to  the  imported  stone,  the  fine  material 
being  used  on  the  shoulders  and  in  drainage  ditches.  Rock 
excavated  in  grading  is  crushed  in  a  portable  crusher  and 
used  in  drainage  work. 

Especial  care  is  used  in  the  installation  of  underdrains 
and  the  preparation  of  the  subgrade  which  is  finished  flat. 
The   rough   grading   is   comparatively   light,   but   where    fills 


rnMr 


.KTKIi    KKl.NKiiHCKI)   ( -i  >.N(  "KKTh;    PAVKMKNT   ON    TH  K    EASTON-ALLENTOWN    ROAD    IN    PENNSYLVANIA — VIEW 

IN   THE   VILLAGE   OF    PARMERSVILLE. 


in  Lehigh  County,  and  will  have  a  total  length  of  11.06  miles, 
not  including  the  distance  through  the  Borough  of  Bethle- 
hcin.  Of  the  total  distance,  8.65  miles  are  between  Easton 
and  Bethlehem  and  2.41  miles  are  between  Bethlehem  and 
Allentown.  Work  was  commenced  some  four  months  ago 
at  a  point  about  half  way  between  Easton  and  Bethlehem. 
Two  complete  crews  worked  both  ways  from  this  point  and 
by  the  first  of  November  had  completed  about  four  miles 
of  grading,  about  three  miles  of  subgrading  and  nearly  three 
oifle*  of  concreting. 

The  pavement  is  16  ft.  wide,  8  ins.  thick  at  the  center  and 
6  ins.  at  the  sides.  It  is  laid  in  one  course,  consists  of  a 
1:2:3  mix,  and  is  reinforced.  The  aggregates  are  dredged 
sand,  obtained  in  New  Jersey,  and  dolomitic  limestone.  The 
cement  used  is  donated  by  cement  companies  in  the  district 
and  the  stone  and  sand  are  contributed  by  public  spirited 
citizens  of  Lehigh  and  Northampton  Counties.  A  trolley 
line  which  foUowi  the  road  is  used  to  bring  the  cement, 


exceed  12  ins.  in  depth  they  are  made  and  rolled  in  1-ft. 
layers.  The  underdrainage  is  taken  care  of  by  longitudinal 
and  transverse  tile  drains,  and  corrugated  iron  pipe  culvert.s 
and  concrete  box  culverts  are  provided  to  carry  drainage 
water  and  streams  under  the  roadbed.  The  joints  in  the 
tile  drains  are  wrapped  with  tar  paper. 

Concrete  is  mixed  in  Koehring  mixers  provided  with  boom 
and  bucket  delivery.  Cement  is  stored  in  portable  canvas 
shelters,  each  having  a  capacity  of  90  sacks,  which  are  placed 
at  carefully  calculated  intervals  along  the  road.  Similar 
care  is  exercised  in  placing  the  aggregates  along  the  work, 
thus  reducing  the  amount  of  handling  required.  The  aggre- 
gate is  carried  from  the  piles  to  the  charging  skips  of  the 
mixers  in  special  wooden  wheelbarrows  of  3  cu.  ft.  capacity. 
The  reinforcement  consists  of  Kahn  road-mesh.  It  is  sup- 
plied in  sheets  about  5  ft.  wide,  in  6  and  10-ft.  lengths.  It 
is  placed  2J^  in?.  b?low  the  pavement  surfft??,  with  lapped 
joints. 


December  4,  1915 


GOOD     ROADS 


301 


CONCRETE  PAVEMENT  UNDER  CONS   :  '     \   '^   I  ill 

EASTON-ALLENTOWN   ROAU— MIXER  CREW  REACING 

CONCRETE — REINFORCEMENT  USED  CAN  BE  SEEN 

UNDER  FEET  OF  MEN  IN  THE  FOREGROUND. 


I'INISHING  CONCRETE  PAVEMENT  SURFACE  ON  THE  EAS- 

TON-ALLENTOWN  ROAD — VIEW  SHOWS  BRIDGE  USED 

BY  MEN  FLOATING  THE  SURFACE,  AND  ALSO  THE 

STEEL  FORMS— SHOULDERS  NOT  YET  PLACED. 


The  concrete  is  held  in  place  by  side  forms  consisting  of 
6-in.  steel  channels  resting  against  steel  pins.  The  pave- 
ment is  shaped  with  two  strike-boards,  the  first  a  heavy 
one  and  the  second  a  light  one.  The  finish  is  secured  by 
wooden  floats  operated  from  a  bridge,  as  shown  in  one  of 
the  illustrations  at  the  top  of  this  page. 

Expansion  joints,  consisting  of  two  5^-in.  strips  of  Elastite, 
are  put  in  at  intervals  of  39  ft.  6  ins.  The  strips  are  fastened 
to  a  plate  which  is  placed  between  them  and  withdrawn 
after  concrete  has  been  poured  on  both  sides.  Twenty-four 
hours  after  the  concrete  is  placed  the  paper  projecting  above 
the  pavement  is  cut  off  to  within  J4  in.  of  the  surface. 

The  pavement  is  protected  while  setting  by  a  layer  of 
earth  a  few  inches  deep,  put  on  about  24  hours  after  the 
pavement  has  been  finished.  During  the  period  between  fin- 
ishing and  covering,  the  fresh  concrete  is  sprinkled  occa- 
sionally, or,  if  the  day  is  hot  and  sunny,  is  covered  with 
canvas.  The  earth  covering  is  wet  in  the  morning  and  at 
night  for  about  ten  days  and  is  removed  after  two  weeks 

The  work  is  being  done  under  the  direction  of  Chief  Engi- 


neer W.  D.  Uhler  and  Second  Deputy  Highway  Commis- 
sioner Geo.  H.  Biles  of  the  State  Highway  Department. 
J.  T.  Gephart  is  Acting  Engineer  of  the  district,  and  J.  E. 
Sampson  is  Superintendent. 


Commissioner  of  Roads  R.  C.  Terrell  of  Kentuclcy,  has  ap- 
proved a  bill  to  be  presented  to  Congress  by  which  Kentucky 
would  receive  $750,000  annually  from  the  government  for  road 
building. 


In  tlie  Construction  of  a  Brldgre  over  tlie  Hudson  River  at 
Glens  Falls,  N.  Y.,  an  unusual  combination  of  beauty  and  utility 
has  been  secured  at  a  relatively  low  cost.  The  bridge  carries 
a  main  highway  and  a  single  track  trolley  line,  and  consists 
of  six  arch  spans,  one  60  ft.  in  the  clear,  one  90  ft.  and  four 
115  ft.  The  total  length  is  about  680  ft.  The  arch  ribs  are  of 
reinforced  concrete  of  the  Melan  type,  the  two  in  each  span 
being  13  ft.  wide  and  10  ft.  apart  in  the  clear.  The  floor  slabs, 
except  on  one  end  span,  rest  on  transverse  walls  carried  up 
from  the  arch  ribs  and  connected  by  beams.  The  end  span  has 
a  solid  spandrel  wall.  The  roadway  Is  paved  with  brick.  Spe- 
cial architectural  features  of  the  bridge  are  ornamental  pylons 
and  a  spiral  stairway  down  from  the  outside  of  the  bridge  to 
an    island   on   which   some   of  the    piers   rest. 


SECTION  OF  EASTON-ALLENTOWN  ROAD  ONE   DAY  AFTER 

COMPLETION    OF    CONCRETING— PAPER  IN  EXPANSION 

JOINTS  PROJECTING   ABOVE  PAVJJMENT  SURFACE, 


COMPLETED    P.WEMENT   ON  A  PORTION  OF  THE  EASTON- 
ALLENTOWN    ROAD— REINFORCED   CONCRETE 
PAVEMENT  J 6   FT,  IN  WIDTH. 


302 


GOOD    ROADS 


December  4,  1915 


The  Parkdale-Cotopaxi  Cut-Off;  A  State  Highway  in 

Fremont  County,  Colorado 


In  most  of  the  eastern,  southern  and  middle  western  states 
the  chief  problems  in  road  construction — after  those  of 
financing — arise  in  connection  with  providing  roads  with  sur- 
facings  suitable  to  the  traffic  In  other  sections  of  the 
cooatry,  especially  in  the  mountainous  portions  of  the  West, 
the  chief  problems  of  the  road  builder— again  after  devising 
ways  and  means  of  securing  the  necessary  funds— are  those 
of  location  and  grading.  The  illustrations  on  this  and  the 
following  pages  show  how  these  were  solved  in  building  the 
Parkdale-Cotopaxi  Cut-Ofif  in  Colorado. 

This  road  lies  entirely  within  Fremont  County  and  is  a 
part  of  State  Primary  Road  No.  22  which  extends  from 
Colorado  Springs  in  El  Paso  County  through   Canon  City, 


practically  destroyed  by  high  water  three  or  four  times  each 
season.  The  section  in  the  hills  beyond  the  head  of  the 
gulch  had  long,  heavy  grades.  This  road  was  the  only 
route  up  the  Arkansas  River. 

Beginning  at  the  old  road  a  short  distance  east  of  Park- 
dale  and  west  of  the  Royal  Gorge,  the  cut-off  follows  the 
southerly  side  of  the  river  through  the  canon  for  the  entire 
distance.  The  northerly  bank,  the  most  favorable  location, 
is  occupied  by  the  track  of  the  Denver  &  Rio  Grande  Rail- 
road. The  work  of  locating  the  road  was  difficult,  as  the 
canon  is  narrow  and  winding  and  in  many  places  the  canon 
sides  are  overhanging  cliffs.  Heavy  rock  work  could  not 
be  avoided  and  in  some  places  it  was  necessary  to  blast  out 


TWO  VXliWS  SHOWING  LOCATION  PROBLEMS  AND  CHARACTER  OF  GRADING  WORK  ON  THE   PARKDALE-COTOPAXI 
CUT-OFF.    PART    OF   THE    "RAINBOW    ROUTE,"    FREMONT      COUNTY,   COLORADO. 


Parkdale  and  Cotopaxi  in  Fremont  County,  to  Salida  in 
Chaffee  County,  a  distance  of  122.5  miles.  Road  No.  22, 
59  other  state  primary  roads  and  10  secondary  roads  com- 
prise the  system  of  roads  which  the  State  of  Colorado  is 
aiding  the  counties  in  building.  The  system  has  a  total 
mileage  of  5.482.45,  of  which  5,326.70  miles  are  on  primary 
roads  and  515.75  miles  are  on  secondary  roads. 

The  cut-off  extends  from  Parkdale  westward  along  the 
Arkansas  River  to  Cotopaxi  and  has  a  total  length  of  23 
miles.  It  replaces  an  old  road,  31  miles  long,  that  left  the 
tirtr  just  east  of  Parkdale  and  bore  off  to  the  southwest, 
following  up  Copper  Gulch.  Leaving  the  head  of  that  gulch, 
it  wound  across  the  hills  and  back  to  the  river  at  Cotopaxi. 
In  twelve  miles  of  the  distance  up  Copper  Gulch  the  road 
crossed  the  stream  forty-eight  times,  and  was  likely  to  be 


portions  of  the  cliffs  and  use  the  material  to  build  fills  ex- 
tending out  into  the  stream.  The  completed  road  ranges 
from  16  to  24  ft.  in  width.  There  is  one  short  section  on 
which  the  grade  is  6  per  cent.,  but  over  the  remainder  of 
the  distance  the  grades  have  been  kept  down  to  a  maximum 
of  4  per  cent. 

Both  iron  and  concrete  pipe  culverts  were  used  in  the 
drainage  work.  The  concrete  culverts  range  from  18  to 
36  ins.  in  diameter  and  were  made  on  the  work.  On  the 
upper  section  of  the  road  there  are  three  concrete  bridges, 
20  ft.  in  length  and  20  ft.  in  width. 

Work  was  commenced  in  June,  1913,  and  was  prosecuted 
vigorously  until  the  completion  of  the  road  in  the  fall  of 
this  year.  A  gang  of  about  60  convicts  under  the  super- 
vision of  Capt.  E.  H.  Baldwin  were  employed  for  a  period 


December  4,  1915 


GOOD    ROADS 


303 


Kcho    Point,    Before    Building-   of   Road. 


Gradina  Under  Way  J  ust  Above  Echo  Point. 


Surfacing  Work   on   Convict-Built   Portion. 


Partly  Completed  Grade  on  Part  Built  by  Free  Labor. 


convict  Camp  Along  the  Road. 


Convict  Laborers    at    the    Camp. 


/i-    OilUl 


1,,,^;  ^t^ar  Echo  Point.  Grading   on   Portion   Built   by   Free   Labor. 

VIEWS   ALONG  THE   PARKDALB-COTOPAXI  CUT-OFF,   FREMONT  COUNTY,  COLORADO. 


XM 


GOOD    ROADS 


December  4,  1915 


of  27  months  on  the  lower,  or  easterly,  portion  of  the  road. 
Thi»  section  was  about  twelve  miles  in  length  and  included 
the  heaviest  work.  The  remaining  eleven  miles  were  built 
by  the  county  forces  of  Fremont  County.  About  two  miles 
of  thit  was  in  heavy  rock  work.  The  remainder  was  com- 
paratively light 

The  total  cost  of  the  road  was  $89,000,  of  which  $62,000 
wu  allotted  from  the  state  road  fund  by  the  State  High- 
way Commission.  The  balance,  $27,000,  was  furnished  by 
the  taxpayers  of  Fremont  County.  According  to  State 
Highway  Commissioner  T.  J.  Ehrhart,  to  whom  we  are 
indebted  for  the  information  herein  and  for  the  photographs 
from  which  the  accompanying  illustrations  were  made,  the 
yardage  costs  for  grading  were  very  low,  but  the  commis- 
sion has  not  sufficient  data  to  give  accurate  unit  costs.    No 


Engineering  and  issued  by  the  Department  of  Agriculture. 
According  to  one  of  the  three  tables  in  the  circular,  the 
total  of  state  funds,  joint  funds  and  local  funds  expended 
in  the  United  States  during  1914  was  $249,055,067.  Of  this 
total,  $174,035,083  was  expended  from  local  funds  in  road 
work  by  counties,  townships  and  districts;  $25,605,393  was 
expended  in  work  for  which  the  state  paid  the  entire  cost. 
The  balance  was  expended  in  work  paid  for  jointly  by  the 
state  and  local  units,  the  states'  share  amounting  to  about 
one-half  of  the  total.  This  same  table  shows  total  state 
money  amounting  to  $54,884,007  available  for  1915  work. 

The  second  table  in  the  circular  shows  the  distribution 
of  expenditures  under  state  control  during  1914.  Accord- 
ing to  this  table,  the  $25,605,393  expended  by  the  states  for 
work  done  solely  at   their   expense   was   divided  as   follows: 


VIEW    OK    THi-. 


i-.\iiKUAL,h;-COTOPAXI   CUT-OFF,    FRE.MONT   COUNTY,    COL()U.\DO— A    LON'i;    (iKAIJK    ON    THK 

BUILT   BY    FREE  LABOR. 


SK("rjt)N 


guards  were  placed  over  the  convicts,  who  worked  faithfully 
and  energetically.  The  number  of  escapes  did  not  exceed 
one  per  cent  of  the  number  of  prisoners  employed. 

On  September  21  of  this  year  the  opening  of  the  cut-oflf 
was  celebrated  by  dedication  exercises  and  a  barbecue  held 
at  Echo.  Roast  elk  was  served  to  about  fifteen  hundred 
people;  music  was  furnished  by  the  Canon  City  Band,  and 
addresses  were  made  by  a  number  of  prominent  men  of 
Colorado.  Charles  R.  McLain,  Member  of  the  State  High- 
way Commission,  presided,  and  State  Highway  Commis- 
sioner T.  J.  Ehrhart  was  one  of  the  speakers. 


State  Expenditures  for  Road  Work 

Expenditures  amounting  to  $211,859,163  have  been  made 
from  money  appropriated  by  the  Legislatures  of  thirty-nine 
states  during  the  20-year  period  ending  January  1,  1915, 
according  to  a  recent  circular  prepared  by  the  Division  of 
Road  Economics  of  the  Office  of  Public  Roads  and  Rural 


Construction  of  roads  and  bridges,  $18,357,060;  maintenance, 
$3,775,577;  engineering  and  inspection,  $2,009,409;  adminis- 
tration, $993,843;  miscellaneous  equipment,  etc.,  $469,504. 
The  $25,193,740  representing  the  contributions  to  joint  funds 
from  the  local  units  was  distributed  as  follows:  Construc- 
tion, $19,778,567;  maintenance,  $5,415,173.  Of  the  states' 
contribution  to  the  joint  funds,  $15,744,835  was  expended 
for  the  construction  of  roads  and  bridges;  $7,152,672  was 
expended  for  maintenance;  $605,887  was  expended  for  engi- 
neering and  inspection;  $351,827  was  expended  for  adminis- 
tration, and  the  remainder  was  expended  for  miscellaneous 
items. 

According  to  the  third  table,  there  are  2,273,131  miles  of 
public  roads  in  the  several  states,  of  which  247,490,  or  ap- 
proximately 11  per  cent.,  are  surfaced.  The  table  also  shows 
that  to  January  1,  1915,  35,477  miles  of  state  and  state  aid 
roads  had  been  built,  that  6,805  miles  of  state  and  state  aid 
road  were  built  in  1914  and  that  39,988  miles  of  road  were 
maintained  with  state  aid  during  1914, 


December  4,  1915 


GOOD     ROADS 


305 


Hydrated  Lime  in  Concrete  Road  Construction 


During  the  past  few  years  an  increased  utilization  of 
cement  concrete  as  a  road  building  material  and  a  growing 
recognition  of  the  limitations  of  that  material  when  used 
in  wearing  surfaces  have  quite  naturally  directed  the  efforts 
of  highway  engineers  to  study  and  experiment  undertaken 
for  the  purpose  of  working  out  methods  of  construction  that 
would  eliminate  or  reduce  to  a  minimum  the  objectionable 
features  of  the  all-concrete  pavement. 

Among  the  most  serious  disadvantages  of  the  concrete 
pavement  are  the  expansion  joints,  which  are  generally  re- 
garded as  necessary,  and  the  cracks  which  form  on  the  sur- 
f:;ce.  The  functions  of  the  expansion  joint  are  understood 
and  need  no  discussion.  The  formation  of  cracks  has  been 
explained  in  a  variety  of  ways  and  for  present  purposes  it  is 


A  full  discussion  of  the  theory  of  the  effects  of  adding 
hydrated  lime  to  cement  concrete  and  of  the  results  of  ex- 
periments with  such  concretes  was  printed  in  a  previous  is- 
sue. ["The  Use  of  Hydrated  Lime  in  Concrete  Roads,"  by 
L.  N.  Withcraft,  "Good  Roads,"  Sept.  4,  1915,  p.  160.]  The 
purpose  of  the  present  article  is  to  review  briefly  some  of 
the  work  which  has  been  done  with  hydrated  lime  in  con- 
crete pavement  construction,  and  in  the  following  paragraphs 
v/ill  be  found  such  data. 

Hydrated  lime  has  been  used  with  satisfactory  results  in 
road  work  in  the  Province  of  Ontario,  Canada,  according  to 
W.  A.  McLean,  Engineer  of  Highways.  It  was  first 
used  in  a  short  experimental  section  of  concrete  pavement 
at   Windsor,   which   was  built  by  the   Highway   Department 


P.WBMENT  OF  CONCRETE  CONTAINING  HYDRATED  LIME  —CONTRACT    G-6,     ACCIDENT    ROAD,     GARRETT 
MARYLAND— BUILT  UNDER   SUPERVISION   OP  THE  STATE    ROADS   COMMISSION. 


COUNTY, 


sufficient  to  point  out  that  the  causes  are  many,  and  that 
v/hile  some  of  them  are  well  understood  it  is  not  unlikely 
that  all  are  not  known. 

Of  the  methods  that  have  been  suggested  from  time  to 
time  for  improving  the  concrete  used  in  pavements,  the  ad- 
dition of  hydrated  lime  in  amounts  up  to  IS  per  cent.,  by 
weight,  of  the  cement,  appears  to  be  one  of  the  simplest,  most 
economical  and  most  efficacious.  It  will  not  make  unneces- 
sary the  careful  observance  of  the  principles  of  good  prac- 
tice in  other  respects,  nor  will  it,  of  itself,  produce  a  perfect 
concrete  pavement.  On  the  other  hand,  it  will,  according 
to  the  results  of  laboratory  experiments  and  service  tests, 
often  produce  a  concrete  superior  to  one  similar  in  every 
respect  except  that  it  contains  no  lime.  Included  in  the  ad- 
vantages claimed  for  the  lime-cement  concrete  are  greater 
plasticity,  greater  density,  less  cracking  due  to  shrinking,  less 
porosity  and  permeability  and  therefore  less  cracking  because 
of  varying  moisture  content,  greater  ease  in  handling  and  a 
more  uniform  mixture. 


m  1912.  Later,  it  was  used  in  the  building  of  a  model  con- 
crete road  at  Sarnia. 

The  Sarnia  work  comprised  the  construction  of  something 
over  a  mile  of  16-ft.  concrete  roadway,  with  4-ft.  gravel 
shoulders.  The  pavement  was  7  ins.  in  thickness  and  was 
laid  in  one  course.  A  mixture  consisting  of  1  part  of  cement 
and  4  parts  of  gravel  was  used,  hydrated  lime  to  the  amount 
of  10  per  cent,  of  the  volume  of  cement  being  added.  Mix- 
ing the  lime  and  cement  was  carried  on  as  a  separate  opera- 
tion, a  concrete  mixer  driven  by  a  gasoline  engine  being 
used  for  the  work.  The  mixture  was  sometimes  replaced  in 
the  cement  bags  and  stored  and  sometimes  taken  direct  to  the 
large  mixer  on  the  road  for  immediate  use. 

Under  ordinary  conditions  the  force  employed  in  layin;^ 
the  pavement  was  made  up  as  follows:  1  superintendent, 
1  working  foreman,  1  team  delivering  the  mixture  of  cement 
and  lime,  1  man  handling  cement  and  lime  mixture  at  the 
mixer,  8  gravel  shovelers,  2  men  wheeling  gravel  to  mixer, 
1  engineer,  1  fireman,  1  man  dumping  bucket,  2  men  shoveling 


306 


GOOD    ROADS 


December  4,  1915 


LJMK-CKAiJi.NT  CONCHETK  I'AVEMKNT  1>LT  DOWN  BY  THE 

ST.    LOUIS    DEPARTMENT    OF    PARKS— PLUGS    FOR 

MEAStRlNO   EXPANSION   OF   PAVEMENT. 

concrete  and  operating  first  template,  2  concrete  finish- 
ers and  2  extra  men  for  watering  concrete,  removing  forms, 
greasing  expansion  joint  strips  and  covering  the  completed 
concrete  pavement  with  gravel. 

The  unit  cost  of  the  pavement  was  $1,542  per  sq.  yd.,  divid- 
ed as  follows: 

QimdlnK   and    ditching    ^0.155 

MIzInK  lime  and  cement 0.084 

Hydrated  Itme,  29  tons 0.022 

Cement.  8.462H  bbla.  0.367 

Gravei.  S.117H  cu.  yd» 0.294 

Lal>or  on  concrete   0.200 

Expanalon  Jolnta  0.011 

Drainage    0.111 

Gravel  ahouldera 0.187 

Snperviaion    0.067 

Tools  and  sundries 0.054 

Prices  for  labor,  which  were  somewhat  above  normal  be- 

Ckiue  of  local  conditions,  were  as  follows: 

Foremen  12.60  to  $4.00  per  day 

Encineers    40  cts.  per  hour 

Laborers 25  cts.  per  hour 

Teams 55  cts.  per  hour 

The  following  comment  upon  the  use  of  hydrated  lime  is 
taken  from  the  report  of  the  Highway  Department: 
"The  effect  of  the  lime  is  to  act  as  a  void  filler,  at  the 


PAVKMENT     ailOWN     IN     lIvLUSTitATlON     OPPOSITK— OB- 
SERVER    TAKING     MEASUREMENT;^     OF     EXPANSION 
BY  MEANS  OP  STRAIN  GAUGE  AND  PLUGS. 

same  time  increasing  the  plastic  and  flowing  qualities  of  the 
mortar.  In  this  way  a  denser  mixture  results,  tending,  it 
is  believed,  to  a  tougher,  better  wearing,  and  more  uniform 
quality  of  concrete,  making  a  mortar  which  adheres  more 
strongly  to  the  stone  and  lessening  the  danger  from  in- 
complete mixing  and  tamping. 

"Recent  tests  have  shown  also  that  the  expansion  of  con- 
crete is  due  more  to  the  presence  of  moisture  than  to  change 
of  temperature.  The  denser  concrete,  it  is  believed,  will 
have  less  tendency  to  movement  due  to  expansion  and  con- 
traction than  one  in  which  hydrated  lime  is  not  used,  and 
it  is  probable  that  the  liability  to  transverse  cracks  in  the 
pavement  is  thereby  lessened. 

"Use  in  pavements  is  a  severe  test  of  the  durability  of  any 
material.  Spread  in  a  thin  layer  over  the  soil,  it  is  fully 
exposed  to  the  destructive  influences  of  climatic  and  weather 
conditions — extremes  of  frost  and  heat,  snow,  slush  and  rain 
— combined  with  the  wear  of  narrow  steel  tires,  iron-shod 
horses,  and  the  bending,  crushing  effect  of  heavy  loads.  The 
use  of  hydrated  lime  at  Windsor  and  Sarnia  should  do 
much  to  determine  whether  the  practical  benefit  of  hydrated 
lime  is  equal  to  its  theoretical  value." 


CONCRETE    PAVEMENT    CONTAINING    HYDRATED    LIME,     KANE  COUNTY,   ILLINOIS. 


December  4,  1915 


GOOD    ROADS 


307 


L^. 

^M 

1^^ 

f                   IB 

i.^^ai.»,'— 

turn 

^^^■ii^H 

'^WS^^ 

1 

n  ^ 

/I 

-^B^C^ 

MP'   • 

l*-^ 

J 

■V-A  ^   \ 

H! 

r 

PLANT  AND   CREW  EMPLOYED  IN  MIXING  LIMB   AND  CE- 
MENT   BEFORE    STORING    ON    WORK— SARNIA    MODEL 
ROAD   AT   SARNIA,    ONTARIO,    CANADA. 

The  experience  of  the  Maryland  State  Roads  Commission 
with  hydrated  lime,  according  to  Chief  Engineer  H.  G. 
Shirley,  has  covered  a  period  of  about  three  years,  and 
has  included  work  in  Wicomico,  Garrett  and  Somerset  Coun- 
ties. "The  results,  to  date,  have  been  such,"  he  states,  "that 
we  are  unable  to  definitely  state  what  we  think  of  hydrated 
lime.  Field  operations  seem  to  show  that  the  use  of  hydrat- 
ed lime  in  concrete  makes  a  richer  and  better  mixture,  but 
our  laboratory  tests  show  that  if  a  percentage  exceeding  4 
or  5,  by  weight,  is  used,  it  greatly  deteriorates  the  tensile  and 
compressive  strength  of  the  concrete." 

During  the  summer  of  1913,  hydrated  lime  was  used  in 
the  construction  of  a  360-ft.  section  of  the  Salisbury-Berlin 
Road  in  Wicomico  County,  Md.  The  concrete  pavement 
was  14  ft.  wide,  7  ins.  in  thickness  at  the  center  and  5  ins. 
thick  at  the  sides.  A  1:2:4  mixture  was  used,  and  about  10 
lbs.  of  hydrated  lime  was  added  to  each  100  lbs.  of  cement. 

According  to  Roads  Engineer  H.  M.  Clark,  who  had  charge 
of  the  work  as  superintendent  of  the  county  forces  used 
by  the  State  Roads  Commission,  an  apparent  improvement 
was  noted  in  the  mix  as  it  passed  down  the  chute  from  the 
mixer,  the  stones  appearing  to  be  more  evenly  coated  with 


MIXING  AND  PLACING  LIME-CEMENT  CONCRETE  ON  THE 
MODEL    ROAD     AT     SARNIA,     ONTARIO— 16-FT.     PAVE- 
MENT,   7    INS.    IN   THICKNESS. 

cement  and  the  mass  moving  easily  down  the  chute  and 
v/orking  satisfactorily  under  the  template.  For  the  first 
year,  Mr.  Clark  reports,  the  section  treated  with  hydrated 
hme  seemed  to  be  noticeably  better  than  the  other  sections. 
The  concrete  appeared  to  be  denser  and  there  was  an  absence 
of  longitudinal  and  transverse  cracks.  A  later  examination 
of  the  road,  according  to  Mr.  Clark,  did  not  disclose  any 
marked  superiority  in  the  hydrated  lime  section  and  it  was 
noted  that  a  transverse  crack  had  developed  in  it. 

According  to  W.  W.  Marr,  Chief  State  Highway  Engineer 
of  Illinois,  hydrated  lime  has  been  used  by  the  State  High- 
way Department  on  two  or  three  sections  of  concrete  road, 
but  the  engineers  have  not  yet  had  sufficient  time  to  judge 
its  value. 

In  Aurora  Township,  Kane  County,  is  a  one-mile  con- 
crete pavement  in  which  is  a  monolithic  section  of  pave- 
ment 1,100  ft.  long,  500  ft.  of  which  contains  hydrated  lime. 
Adjacent  to  the  monolithic  section,  500  ft.  more  of  the  pave- 
ment was  constructed  with  100-ft.  joints.  This  also  con- 
tains hydrated  lime.  In  each  section  the  amount  of  lime 
added  was  10  per  cent,  of  the  cement.  No  expansion  joints 
were  put  in  on  the   1, 100-ft.  section.     The   section  of  pave- 


COMi'LETED     LIME-CEAIENT     CONCRETE     PAVEMENT,       PROVINCE   OF   ONTARIO,    CANADA. 


308 


GOOD    ROADS 


December  4,  1915 


meat  Uid  each  day  ended  in  a  butt  joint  reinforced  by  eigh- 
teen yi-in.  twisted  square  bars,  3  ft  long,  placed  12  ins.  center 
to  center  near  the  center,  vertically,  of  the  slab.  The  hydrated 
lime  used  was  donated  by  an  Illinois  lime  company.     The 

unit  cosu  were  as  follows: 

Cost  per 

ItMD  ^1-  ''*• 

BaclDMrins.  ■up«rit>t«ndenc«  and  Inspection *'X?,in 

KscavailoB    f X»" 

HamUns  (nval   J^*" 

H.»UnsMi>d   •"! 

Uaiulac  tmm«nt [^f " 

Uravvl.  >U»,  at  »»>:.  I.  o.  b.  sldtng l*»J 

Sand.  1  a».  at  SOc.  t.  o.  b.  sidlnK "»'» 

Criueoi.  ^..o^  .■^.i.  at  fl.ll  t.  o.  h.  «ta.nK-.. f^^''^ 

lanapiiiB  and  ruiiiiig  suograde  anJ  side  roads.  . . .  •  ■ "*'' 

UUins  and  placlnc  concrete,  handling  forms  and  Joints. . .      -f""* 

Uovartns.  aeasootnc  and  cieanlnK  concrete ulal 

OOM  «t  culverts 0" J 

MyiveUUon  on  equipment ••     •m»'> 

Total  cost    • 11.3639 

Total  cost  exdudlns  excavation  and  culverts 1.1300 

The  following  comment  on  the  construction  was  made 
by  B.  H.  Piepmeier,  Maintenance  Engineer,  Illinois  State 
Highway  Department: 

"While  it  is  not  possible  at  this  time  to  pass  judgment 
upon  the  portion  of  the  pavement  that  contains  no  joints  or 
en  the  portion  that  received  the  hydrated  lime,  it  can  be 
said  from  a  construction  standpoint  both  are  very  desirable. 

"The  elimination  of  transverse  joints  is  not  expected  to 
give  any  trouble,  and  it  makes  quite  a  saving  in  the  cose 
vi  the  road  and  insures  a  more  uniform  surface  on  the  finish- 
ed pavement  It  is  expected  that  there  will  be  transverse 
cracks  at  from  30  to  SO-ft  intervals,  but  these  may  be  main- 
tained at  less  expense  than  the  first  cost  of  installing  any 
form  of  joint  Besides,  where  joints  are  used,  there  is  about 
tJie  same  amount  of  maintenance  expense  required. 

"While  the  use  of  hydrated  lime  in  addition  to  the  Port- 
land cement  adds  a  little  to  the  cost  for  materials,  the  cost 
is  more  than  ofiset  by  the  ease  with  which  the  concrete  is 
handled  and  finished.  Indications,  at  present,  are  that  the 
hydrated  lime  is  going  to  add  to  the  life  of  concrete  pave- 
nents." 

Considerable  experimental  work  has  been  done  by  the 
Department  of  Parks  of  St.  Louis,  Mo.,  during  the  past  four 
years  in  order  to  secure  data  to  use  in  selecting  pavements. 
Among  the  different  kinds  of  pavement  put  down  are  sec- 
tions of  concrete  pavement  in  which  hydrated  lime  was  used 
ill  varying  proportions  and  in  different  mixes. 

After  the  lime-cement  concrete  sections  had  been  in  serv- 
ice for  a  time,  provision  was  made  for  obtaining  measure- 
ments of  expansion  and  contraction  by  placing  1-in.  steel 
plugs,  about  4  ins.  long,  in  the  pavement.  Some  of  these 
plugs  were  arranged  in  pairs,  one  on  either  side  of  an  ex- 
pansion joint,  while  others  were  so  placed  that  longitudinal 
and  transverse  readings  could  be  secured.  A  20-in.  strain 
gauge  is  used  in  the  manner  shown  in  the  accompanying 
illustrations.  Readings  are  taken  when  there  are  marked 
temperature  changes,  and  are  recorded  together  with  a  recoi;d 
of  the  humidity,  temperature  and  other  conditions.  When 
the  sections  were  laid  test  cylinders  of  the  concrete  used 
in  the  road  were  made  and  were  later  subjected  to  crushing 
tests,  one  after  28  days  and  one  after  60  days.  The  records  ol 
these  tests  are  filed  with  the  strain  gauge  readings  for  the 
•labs  from  which  the  test  cylinders  were  taken. 

The  pavement  sections  have  been  down  for  so  short  a 
tune  that  as  yet  no  attempt  has  been  made  to  draw  con- 
clusions from  the  data  obtained,  but  it  is  expected  that  these 
d^^la  will  prove  to  be  of  considerable  value  in  determining 
the  effect  of  hydrated  lime  on  the  expansion  and  contrac- 
tion of  the  concrete.  According  to  Nelson  Cunliff,  Commis- 
sioner of  Parks  and  Recreation,  the  addition  of  lime  to  the 
mix  results  in  fewer  cracks  in  the  concrete  surface  and, 
without  doubt,  makes  a  better  pavement. 

During  the  present  year  hydrated  lime  has  been  used  in 


concrete  road  construction  in  several  parts  of  Massachu- 
setts. No  data  tending  to  show  the  effects  of  this  material 
on  roads,  under  traffic,  are  yet  available. 

In  the  city  of  Superior,  Wis.,  hydrated  lime  has  been  used 
to  some  extent  in  the  construction  of  concrete  pavements. 
The  lime,  cement,  sand  and  stone  are  put  into  the  mixer  at 
the  same  time.  It  is  stated  by  City  Engineer  E.  B.  Banks 
tl'at  the  lime  is  used  to  fill  the  minute  voids  in  the  concrete 
and  delay  setting,  but  that  the  practice  has  not  been  followed 
long  enough  to  demonstrate  the  effect  of  the  lime. 

Experiments  with  the  use  of  hydrated  lime  are  being 
made  on  the  Coleman  du  Pont  Road  in  Delaware,  according 
to  Chief  Engineer  Chas.  M.  Upham,  though  the  work  is  not 
yet  far  enough  advanced  to  warrant  definite  conclusions  as  to 
the  effect  of  the  material.  The  lima  is  being  added  to 
cement  in  quantities  up  to  10  per  cent.,  by  volume,  and  com- 
paratively long  sections  are  being  put  down  in  order  to 
insure  thorough  tests. 

It  will  be  noted  from  the  preceding  that  in  few  localities 
has  the  lime-cement  concrete  road  been  in  use  long  enough 
to  warrant  the  drawing  of  definite  conclusions  as  to  its  ad- 
vantages. In  general,  however,  the  reports  received  are  fa- 
vorable to  it  and  the  consensus  of  opinion  based  upon  such 
service  tests  as  are  available  would  seem  to  agree  with  the 
conclusions  drawn  from  laboratory  experiments. 


New  Jersey  Convicts  Show  Beneficial 
Effect  of  Road  Work 

What  is  said  to  be  the  first  road  work  in  the  southern  part 
of  New  Jersey  to  be  done  by  convict  labor,  is  under  way  be- 
tv.'een  Elmer,  Salem  County,  and  Malaga,  Gloucester  County. 

The  work  was  started  last  spring,  when  57  convicts  from 
the  state  penitentiary  were  put  to  work.  Since  the  camp 
v/as  established,  there  have  been  eight  attempts  to  escape. 
Five  of  these  were  unsuccessful  and  the  men  were  recap- 
tured and  taken  back  to  the  penitentiary. 

That  the  convicts  have  benefited  by  the  work  in  the  open 
is  shown  in  their  improved  physical  condition.  They  are 
v/ell  fed,  the  camp  cook  being  a  professional  who  is  serving 
a  term  of  imprisonment.  The  men  live  in  a  bunk-house  built 
bj  themselves.  They  are  under  the  general  supervision  of 
the   New  Jersey  State  Board  of   Prison  Inspectors. 


Road  Conditions  in  the  Countries  of  Central 
America 

In  a  report  on  the  sale  of  motor  vehicles  in  Central  Amer- 
ica, a  special  agent  of  the  Department  of  Commerce,  includes 
a  statement  regarding  the  condition  of  the  roads  in  the  ter- 
ritory in  question. 

The  report  states  that  the  lack  of  good  roads  will  be  the 
chief  obstacle  in  the  way  of  selling  motor  vehicles  but  that 
the  salesman  naturally  calls  attention  to  the  need  of  better 
highways  and  this  action  should  ultimately  result  in  the  con- 
struction of  a  system  of  modern  highways. 

Continuing,  the  report  states  that  Guatemala  is  building 
roads  at  present  and  that  the  "Carretera  del  Sur"  from  San 
Lorenza  to  Tegucigalpa,  in  Honduras,  is  one  of  the  finest 
highways  in  Central  America.  This  road  is  80  miles  long 
and  was  constructed  with  American  machinery  and  accord- 
ing to  American  methods.  It  has  grades  as  high  as  11  per 
cent,  however,  and  some  abrupt  curves.  Costa  Rica,  ac- 
cording to   the   report,  has   some   very   good   roads. 


The  Common  Council  of  Detroit,  Mich.,  has  been  asked  to 
widen  the  roadways  of  Washington  Boulevard  by  talting  from 
the  center  parkway,  which  is  100  ft.  wide  at  present.  On  each 
side  of  this  Is  a  40-ft.  roadway.  It  is  proposed  to  decrease 
the  width  of  the  parkway  by  30  ft.,  and  add  15  ft.  to  each 
roadway.     The  cost  Is  estimated  at  from  $75,000  to  $100,000. 


December  4,  1915 


GOOD    ROADS 


309 


The  Maintenance  of  Pavement** 

By  JACOB  L.  BAUERt 

111  considering  maintenance,  modern  pavements  may  be 
grouped  as  follows:  (1)  Stone,  brick,  asphalt  and  wood 
block,  etc.;  (2)  cement  concrete  and  bituminous  concrete;  (3) 
macadam  with  or  without  surface  treatment,  gravel,  etc. 

The  pavements  in  the  first  group  are  made  up  of  small 
individual  members  and  usually  are  easily  maintained  or  re- 
paired by  the  replacement  of  the  old  members.  Failures 
may  result  from  many  causes,  but  most  of  them  are  due  to 
poor  individual  members,  the  shifting  of  the  sand  cushion,  im- 
properly back-filled  trenches,  the  movement  of  street  car 
rails,  and  settlement  caused  by  poor  foundations.  When  a 
poor  foundation  is  the  cause  of  trouble,  the  fault  was  usually 
in  the  original  construction,  and  no  suggestion  is  made  for 
maintenance  in  such  cases  other  than  the  rebuilding  of  the 
pavement  from  the  subgrade  up.  When  the  surface  fails  it 
should  be  repaired  at  once.  These  repairs,  if  made  in  time, 
ordinarily  cause  no  obstruction  to  traffic  except  when  a  new 
concrete  foundation  must  be  put  in.  In  such  cases  it  seems 
that  bituminous  concrete  might  be  used  for  the  foundation; 
this  would  set  up  at  once  and  permit  opening  the  street 
the  same  day  that  the  repair  was  made.  When  portions  of 
pavements  of  this  class  are  replaced  in  front  of  business 
houses  and  in  other  places  where  traffic  is  inconvenienced, 
some  time  is  saved  by  using  asphalt  or  tar  instead  of  cement 
mortar  for  joints. 

In  Union  County  the  tendency  of  companies  and  indi- 
viduals to  neglect  the  repair  of  street  openings  made  for  lay- 
ing pipes  or  conduits  has  been  taken  care  of  by  requiring 
a  deposit  of  125  for  each  opening.  If  plain  macadam  is 
opened  the  depositor  is  required  to  replace  the  pavement  and 
keep  it  in  order  for  three  months,  after  which  the  deposit 
is  returned  if  the  street  surface  is  in  good  order.  Openings 
in  other  pavements  are  repaired  by  the  county  and  the  cost 
of  the  work  charged  against  the  money  on  deposit.  Water 
companies  and  others  are  permitted  to  deposit  ?100,  in  return 
for  which  any  number  of  permits  are  issued.  This  plan  has 
worked   very   well. 

On  roads  paved  to  a  width  of  20  ft.  or  less,  small  gas  and 
water  service  pipes  can  generally  be  driven  across  the  road- 
way, often  avoiding  the  necessity  of  opening  the  pavement. 
Tunneling  should  not  be  permitted  unless  there  is  at  least 
6  ft.  between  the  top  of  the  pipe  and  the  street  surface. 

Pavements  in  the  second  group  are  the  most  difficult  to 
maintain  and  repair.  The  cracking  of  cement  concrete  pave- 
ments is  due  to  frost,  improper  underdrainage,  temperature 
changes  and  other  causes,  some  entirely  local.  Cracks  are  not 
in  themselves  serious,  are  not  noticed  under  traffic  and  are 
easily  and  cheaply  repaired,  but  the  repair  is  made  by 
pouring  into  the  crack  tar  or  asphalt  which  spreads  over  the 
surface  and  results  in  a  bad  appearance.  It  is  suggested  that 
the  engineers  of  the  cement  manufacturers'  association  pro- 
duce for  this  purpose  a  material  of  a  color  similar  to  that  of 
concrete.  Disintegration  of  a  concrete  pavement  because  of 
poor  material  or  extraordinary  wear  generally  necessitates 
the  removal  of  the  entire  section  and  its  replacement,  if  the 
appearance  of  the  pavement  is  not  to  be  injured. 

The  repair  of  bituminous  concrete  pavements  with  hot 
mixed  material  requires  a  heating  plant,  but  successful  work 
has  been  done  using  cold  mixed  materials.  In  municipalities 
which  do  not  own  plants  for  preparing  hot  mixed  material, 
the  use  of  cold  mixes  is  very  much  cheaper.  In  all  repair 
work  on  bituminous  concrete  the  old  material  should  be  cut 
away  to  a  vertical  face  and  the  face  painted  with  a  heavy 
asphalt   before   the   hole   is   filled   with   a   new   material.     In 

•Abstract  of  part  of  a  paper  of  the  same  title  presented  at  the 
recent  convention  of  the  American  Society  of  Municipal  Improve- 
ments at  Dayton,  Ohio. 

tCounty  Engineer  of  Union  County,  New  Jersey. 


using  cold  mixes  it  is  frequently  possible  to  dispense  with 
the  steam  roller  by  leaving  the  patch  about  half  an  inch 
above  the  surrounding  pavement  and  allowing  the  traffic  to 
compact  it. 

On  heavily  traveled  bituminous  concrete  pavements  less 
than  24  ft.  wide,  the  edges  of  the  pavement  frequently  break 
away  or  a  drop  several  inches  high  is  left  at  the  edge  of  the 
pavement  by  the  removal  of  the  adjoining  earth.  The  first 
difficulty  has  frequently  been  obviated  by  the  construction 
of  a  concrete  shoulder  6  to  12  ins.  wide  and  12  to  20  ins.  deep 
at  each  side  of  the  pavement.  It  is  believed  that  the  best 
method  of  eliminating  the  second  trouble  is  to  widen  the 
pavement  sufficiently  to  accommodate  the  traffic. 

Pavements  of  the  third  group  are  easily  repaired  and  main- 
tained under  light  traffic.  Under  heavy  traffic,  however,  any 
sort  of  a  macadam  surface  is  regarded  as  only  temporary. 
It  should  be  kept  up  as  well  as  possible  until  it  can  be  re- 
surfaced with  bituminous  concrete  or  replaced  with  another 
kind  of  pavement.  In  repairing  macadam  the  holes  should 
be  filled  with  crushed  stone  to  the  level  of  the  general  sur- 
face, and  rolled  if  they  are  numerous  enough.  A  layer  of 
new  stone  from  2  to  6  ins.  in  thickness  should  then  be  put 
down  and  compacted  in  the  usual  manner.  It  is  believed  that 
the  application  of  a  tar  or  asphalt  surface  treatment  is  eco- 
nomical and  advisable.  Such  treatments  cost  very  little  and 
tend  to  preserve  the  surface  as  well  as  to  lay  the  dust. 

Gravel  roads  may  be  maintained  in  practically  the  same 
manner  as  macadam  roads.  It  is  believed  that  for  such  road- 
ways a  surface  treatment  of  bituminous  or  other  binding 
material  will  be  found  to  be  economical  and  advantageous. 


Private    Capital    Has    Been    Rnllsted    to    build    a    boulevard 
100  ft.  wide  from  Rockville  Center  to  Long-  Beach,   N    Y      The 

?n7wfn    ?H;!!fn''»Y''    ^'}^  """^^   $500,000.   according  to   estimates 
and    will    eliminate    a    dangerous    grade    crossing. 


That  a  Road   Can  Be  Bnllt  of  Any  Kind  of  Gravel  Provided 
the    Material   is    Properly    Handled    was    indicated    by    the    past 
summer's   experience  in   gravel   road   construction   by   the  Iowa 
Highway    Commission,    according    to    T.    R.    Agg,    Professor    of 
Highway    Engineering,    at    Iowa    State    College,    in    an    article 
in  the  November  "Service  Bulletin"  of  the  Iowa  Highway  Com- 
mission^     Professor    Agg    presents    a    review    of    experimental 
work  of  this  nature  carried  out  during  the  past  season  by  the 
Engineering  Experiment  Station  of  the  Iowa  State  College  and 
the   Iowa   Highway    Commission.     The   work    done    included    the 
construction  of  roads  at  Fort  Dodge,  Spirit  Lake  and  Rockwell 
City,  and  although  the  season  was  not  favorable  to  good  work 
it  is  believed  that  the  general  method  followed  will  prove  en- 
tirely satisfactory  for  gravel  roads  in  Iowa.     The  gravel  used 
on    the    Fort   Dodge   work    consisted   of   pebbles   ranging   from 
H    in.    in    size    down    to    fine    clay.      The    clay   amounted    to    20 
per   cent.,    and    only   about    40    per    cent,    of    the    material    was 
retained  on  a  y^-in.  screen.     The  pebbles  were  of  hard,  durable 
material,    and    the   clay   was   very   thoroughly   mixed   with    the 
sand       Several    different    kinds    of    gravel    were    used    on    the 
Spirit  Lake  work.     Some  of  the  gravel   was  very  coarse,   con- 
taining  pebbles  up  to  3   ins.   or  more  in   diameter,  and  lacking 
n   bonding  material.     Other  material   used   ranged  from   2   Ins 
in    diameter    down,    being    fairly    well    graded    and    containing 
about  15  per  cent,  of  bonding  material.     On  the  Rockwell  City 
work    the    sand    was    obtained    from    an    exceedingly    variable 
local    deposit.      It    contained    at    least    60    per    cent     of    sand 
and   from   20   to   25   per  cent,   of  clay.     According   to   Professor 
Agg.  whatever  the  character  of  the  material  good  results  can 
be    secured    if    care    is    taken    that    the    material    is    uniformly 
mixed   on   the   road   so   that   the   roadbed   will   be   homogeneous 
and,   therefore,   will   wear   uniformly.      It   is   also   important   to 
rake  out  the  larger  stones  and  put  ihem  in   the  bottom   layer 
it    IS    believed,    according    to    Professor    Agg,    that    no    ston«>« 
larger  than  those  which  will  pass  a  2-in.  Hng  Ihfuld  be  used 
It    is    stated    also    that    if    the    gravel    is    deficient    in    bonding 
material    clay  or  loam  should  be  added  and  harrowed  in,  care 
being  taken,  however,  not  to  use  too  much  binder.     In  regard 
to    costs,   it    is   stated    that   the    data   obtained    at   Fort   Dodge 
and   elsewhere  indicate  that  a  serviceable  double  track  gravel 
road    can    be    built    for    about    ?2,500    per    mile,    where    grave 
can   be  obtained  at  a  cost  of  not  over  50  cts.  per  cu.  yd     with 
a   haul  of  not  over  two  miles. 


310 


GOOD    ROADS 


December  4,  1915 


AMERICAN  ROAD  BUILDERS'  ASSOCIATION 


180   NASSAU   STREET 
NEW  YORK,  N.  Y. 


OK).  W.  TILLSON.  BiatUrB.  N.  Y 

Ptnt  WaPnridMt 
A.  W.  DBAN.  Boctoo.  Maa. 

Swead  Vio*  Pnaldait 
A.  B.  PLKTCHRR.  S^nmooto.  C*l. 


Tknuih  the  cturttfy  •/  th*  publishtr  #/  "Gtod  Roads," 
tbu  p€ti,  tack  mtnth,  it  dtv*ud  to  the  use  of  the  American 
Hfmd  Builders'  Jstodalion.  It  is  solely  in  the  interests  of  the 
JtsttimtioH,  and  it  is  the  desire  of  the  Executive  Committee  that 
mU  mtmkers  feel  that  this  space  is  their  own,  and  that  they 
amtrikute  freely  to  it,  not  only  as  regards  anything  concerning 
the  Jsncialion  itself,  but  also  that  which  will  further  the  good 
nmdt  movement.  Besides  the  official  announcements  of  the 
Asstdmlion,  there  wilt  appear  on  the  page  contributions  by 
memk*rs,  items  of  news  concerning  the  Association  activities 
and  personal  notes  about  its  members.  All  contributions  should 
be  sent  to  the  headquarters  of  the  Association  at  150  Nassau 
Strttt.  Ntw  York,  N.  y. 

Executive  Committee: 
Nelson  P.  Lewis 
A.  W.  'Dean 
E.  L.  Powers 

Change  of  Convention  Date 

A«  announced  elsewhere  in  this  issue  of  "Good  Roads," 
the  date  of  the  Thirteenth  Annual  Convention  has  been 
changed  from  February  22-25  to  February  28-March  3,  1916. 

This  decision  was  made  by  the  Executive  Committee  after 
careful  consideration.  The  meeting,  which  will  be  the  only 
one  the  A.  R.  B.  A.  will  hold  in  1916,  will  be  the  Thirteenth 
Annual  Convention  of  the  Association.  It  will  also  be  the 
Sixth  American  Good  Roads  Congress  held  under  the  aus- 
pice* of  the  A.  R.  B.  A.,  and  will  include  the  Seventh  Na- 
tional Exhibition  of  Machinery  and  Materials.  As  previ- 
ously announced,  it  will  be  held  in  Mechanical  Hall,  Pitts- 
burgh, Pa.  The  congress  will  commence  on  Monday  eve- 
ning, February  28,  with  the  formal  opening  of  the  exhibition, 
and  will  end  on  Friday,  March  3,  the  technical  sessions  com- 
mencing on  Tuesday  morning,  February  29,  and  continuing 
on  Wednesday,  Thursday  and  Friday. 

The  change  has  been  made  by  the  Executive  Committee 
for  several  reasons,  one  of  them  being  to  allow  more  time 
for  putting  the  exhibition  hall  into  proper  condition.  As  has 
been  announced  previously,  the  City  Council  of  Pittsburgh 
has  appropriated  $15,000  for  use  in  altering  and  repairing 
Mechanical  Hall,  the  work  to  be  done  including  the  installa- 
tion of  a  beating  plant  and  the  placing  of  a  concrete  floor. 
The  building,  which  is  owned  by  the  city,  is  situated  in  the 
"Point"  district,  at  the  junction  of  the  Allegheny  and  Mo- 
nongahela  Rivers  and  faces  on  Duquesne  Way.  Direct  rail- 
road connections  will  facilitate  the  handling  of  heavy  ex- 
hibits, and  the  location  of  the  building  in  the  downtown 
business  district  makes  it  an  especially  desirable  meeting 
place.  It  is  within  a  short  distance  of  the  Wabash,  P.  &  L. 
E.,  P.  &  W.,  B.  &  O.  and  the  Pennsylvania  passenger  stations 
and  freight  depots,  and  the  principal  hotels  of  the  city.  In 
addition  to  the  hotels  now  available,  the  new  William  Penn 
Hotel,  with  1,000  rooms,  will  be  opened  in  time  for  the  con- 
vention. 

The  advantages  of  Pittsburgh  as  a  meeeting  place  for  the 
American  Road  Builders'  Association  next  year  are  many. 
It  can  be  reached  by  practically  half  of  the  population  of 


Third  Vice  President 

(Office  to  be   filled.) 

Secretary 

E.  L.  POWERS,  New  York.  N.  Y. 

Treasurer 
W.  W.  CROSBY,  Baltimore,  Md 


the  United  States  by  a  12-hour  ride.  Its  facilities  for  ac- 
commodating the  delegates  and  housing  the  convention  and 
exhibition  are  excellent,  and  it  is  a  city  of  unusual  interest 
to  engineers  because  of  its  large  and  varied  industries.  The 
time  of  year  Selected  is  also  felt  to  afford  many  advantages 
over  the  season  at  which  former  conventions  have  been  held, 
and  everything  indicates  a  most  successful  meeting. 

Work  on  the  program  has  been  commenced,  and  although 
it  is  yet  too  early  to  make  definite  announcements,  it  is  prob- 
able that  there  will  be  the  usual  entertainment  and  other  fea- 
tures outside  of  the  regular  technical  sessions.  As  in  previous 
outside  of  the  regular  technical  sessions.  As  in  previous 
years,  the  speakers  will  be  men  of  national  prominence  in 
road  and  street  work,  and  in  addition  to  the  formal  papers 
the  program  will  include  formal  discussions  of  the  papers 
by  men  especially  selected  for  their  ability  in  the  lines  of 
work  which  they  will  discuss. 

A  plan  of  Mechanical  Hall,  in  which  the  exhibition  will  be 
housed,  has  been  made  and  a  layout  of  exhibition  spaces  pre- 
pared. There  are  available  nearly  200  separate  spaces  oi 
from  100  to  nearly  350  sq.  ft.  in  area,  arranged  along  ample 
aisles.  The  division  of  the  available  space  has  been  so  made 
that  the  percentage  of  especially  desirable  spaces  is  unusual- 
ly large.  The  allotment  of  exhibition  spaces  will  be  com- 
menced shortly. 


A.  R.  B.  A.  Notes 

President  George  W.  Tillson  has  been  appointed  by  Mayor 
Mitchel,  of  New  York  City,  a  member  of  the  Mayor's  Com- 
mittee of  One  Thousand  on  Preparedness. 

Professor  T.  R.  Agg,  of  the  Iowa  State  College,  Ames, 
la.,  is  one  of  the  members  of  the  staff  of  instruction  for 
the  graduate  course  in  highway  engineering  which  will  be 
given  at  Iowa  State  College  in  January  and  February  of 
next  year. 

Arthur  H.  Blanchard,  Professor  of  Highway  Engineering 
at  Columbia  University,  is  the  author  of  the  latest  book  on 
highway  engineering.  A  review  of  the  book,  which  is  en- 
titled "Elements  of  Highway  Engineering,"  was  printed  in 
"Good  Roads"  for  November  6. 

The  Nominating  Committee,  appointed  at  the  annual  busi- 
ness meeting  of  the  Association  held  at  Oakland,  Cal.,  during 
the  Pan-American  Road  Congress  last  September,  met  in 
New  York  on  Friday  of  this  week.  A  list  of  the  nomina- 
tions will  be  printed  in  an  early  issue  of  "Good  Roads"  and 
also  on  the  Road  Builders'  Page  in  "Good  Roads"  for  Janu- 
ary 1. 

This  page  is  conducted  by  the  Executive  Committee  of  the 
association  for  the  benefit  of  members.  The  committee 
urges  that  members  avail  themselves  of  the  courtesy  of  the 
publishers  of  "Good  Roads"  by  sending  in  news  of  their 
activities.  Personal  and  other  items  for  publication  on  the 
page  must  be  received  at  the  Association's  headquarters — 150 
Nassau  St.,  New  York,  N.  Y. — at  least  one  week  before  date 
of  publication,  which  is  the  first  Saturday  of  each  month. 


December  4,  1915 


GOOD    ROADS 


311 


LETTERS  TO  THE  EDITOR 


The  Topeka  Pavements  in  the  Borough  of  Queens, 
New  York  City 

Editor,  "Good  Roads": 

My  attention  has  recently  been  called  to  an  article  which 
appeared  in  the  June  12th  issue  of  your  magazine,  entitled 
"Topeka  Pavement  in  Queens  Borough,  New  York,  After 
Two  and  One-Half  Years,"  and  signed  by  Frederic  A. 
Reimer,  County  Engineer  of  Essex  County,  New  Jersey.  A 
perusal  of  this  article  shows  that  in  Mr.  Reimer's  opinion 
the  Topeka  pavements  laid  by  the  Borough  of  Queens  in 
1911  and  1912  are  a  flat  failure. 

As  president  of  one  of  the  contracting  companies  who 
laid  over  one  hundred  thousand  square  yards  of  the  Topeka 
pavements  mentioned  by  Mr.  Reimer,  in  addition  to  having 
laid  many  hundred  thousand  square  yards  of  this  pavement 
elsewhere,  I  feel  it  my  duty  to  take  issue  with  Mr.  Reimer 
in  some  of  the  conclusions  which  he  reaches,  and  in  doing 
so  1  feel  certain  that  I  am  only  voicing  the  opinion  of 
the  majority  of  unbiased  highway  engineers  who  are  familiar 
with  the  circumstances  attending  the  laying  of  the  so-called 
Topeka  pavements  in  the  Borough  of  Queens. 

Mr.  Reimer  states  that  less  than  10  per  cent,  of  the 
material  of  the  standard  Topeka  mix  is  coarser  than  sand. 
He  entirely  eliminated  that  part  of  the  specifications  which 
requires  that  from  8  to  22  per  cent,  shall  pass  the  4-mesh 
screen.  This  material  is  not  sand,  as  he  states,  but  is  stone 
chips,  and  added  to  the  10  per  cent,  of  material  which  passes 
the  2-mesh  screen  gives  a  maximum  of  32  per  cent,  of  stone 
in  the  mix  instead  of  the  less  than  10  per  cent,  stated  by  Mr. 
Reimer.  Surely  one-third  of  a  paving  mixture  is  not  the 
"very  small  percentage"  which  Mr.  Reimer  would  like  to 
have  us  believe  it  is.    Again,  Mr.  Reimer  states  as  follows; 

Notwithstanding  the  doubt  which  has  been  thrown  upon  this 
class  of  construction  by  road  engineering  experts,  promoters 
and  contractors  desirous  of  laying  this  class  of  pavement  have 
succeeded  in  securing  the  laying  of  a  considerable  yardage  of  It, 
and  owing  to  the  comparative  cheapness  of  this  type  of  mate- 
rial in  relation  to  other  standard  bituminous  pavements,  many 
people  have  used  it  as  an  argument  in  favor  of  cheapness  in 
paving  materials. 

Will  Mr.  Reimer  be  so  kind  as  to  advise  how  the  Topeka 
type  of  pavement  is  so  much  cheaper  than  the  other  standard 
bituminous  pavements  which  he  speaks  of,  but  does  not 
specify?  I,  of  course,  do  not  know,  but  can  only  assume 
what  he  refers  to  when  he  speaks  of  the  standard  bitumin- 
ous pavements.  It  might  be  pertinent  to  inquire  what  is 
in  them  that  makes  them  so  much  more  expensive  than 
Topeka.  Topeka  calls  for  a  mixture  of  stone,  sand,  asphalt, 
and  a  suitable  filler.  It  calls  for  from  7  per  cent,  to  11 
per  cent,  of  asphalt,  which  is  the  most  expensive  single  in- 
gredient used  in  the  mixture  and  the  quantity  of  A.  C.  speci- 
fied is  equal  in  the  maximum  to  a  sheet  asphalt  mixture.  No 
other  mixture  which  the  writer  is  acquainted  with  contains 
more  expensive  ingredients  than  the  so-called  Topeka  mix- 
ture. The  cost  of  heating,  mixing,  hauling  and  laying  the 
various  types  of  bituminous  pavements  of  the  same  thickness 
must  be  the  same.  It  would,  therefore,  appear  that  Mr. 
Reimer  is  wrong  in  making  the  foregoing  statement  con- 
cerning the  relative  cost  of  producing  Topeka  and  the  stand- 
ard bituminous  pavements  which  he  refers  to  vaguely,  but 
not  by  name. 

Topeka  can  be  laid  by  any  experienced  road  contractor, 
and,  therefore,  there  is  competition;  probably  this  fact,  com- 
pared with  the  fact  that  some  of  the  standard  bituminous 
pavements,  which  he  hints  at  but  does  not  name,  are  laid 


without  any  bona  fide  competition,  makes  the  Topeka  cheap, 
but  only  by  comparison. 

Mr.  Reimer  states  that  Essex  County,  of  which  he  is  the 
engineer,  has  never  used  any  of  this  type  of  pavement.  Has 
Mr.  Reimer  used  any  type  of  bituminous  pavement  in  county 
work,  which  is  not  patented?  He  speaks  disparagingly  of 
work  done  in  Bloomfield  and  in  the  city  of  Passaic,  which 
work,  together  with  the  Shell  Road  in  the  Borough  of 
Queens,  was  done  by  the  same  contractor.  Should  the  poor 
results  achieved  by  one  contractor  damn  the  entire  proposi- 
tion? Has  Mr.  Reimer  examined  the  hundreds  of  thousands 
of  square  yards  laid  by  various  cities,  counties  and  states 
where  the  respective  engineers  consider  Topeka  to  be 
eminently  satisfactory?  In  other  words,  has  Mr.  Reimer 
given  this  subject  the  engineering  study  which  the  question 
demands?  His  statements  concerning  the  condition  of  the 
Queens  Borough  roads  are  not  borne  out  by  the  facts.  It 
is  true  that  there  has  been  certain  chipping  along  the  edges 
of  the  roadway,  where  there  was  a  lack  of  adequate  pro- 
tection, but  the  same  thing  has  happened  in  Mr.  Reimer's 
own  county  work  in  Essex  County,  on  so-called  standard 
bituminous  pavements  which  have  been  put  down  but  a 
year.  What  has  Mr.  Reimer  to  say  to  the  fact  that,  despite 
his  assertions  concerning  the  failure  of  the  Topeka  roads  in 
Queens  Borough,  the  borough  is  still  laying  Topeka;  also 
that  the  City  of  New  York  laid  Topeka  on  Riverside  Drive 
this  year;  that  Hudson  County,  which  adjoins  Essex  County, 
has  laid  and  is  laying  thousands  of  square  yards  of  it;  that 
Elizabeth,  N.  J.,  which  is  almost  adjacent  to  Essex  County, 
is  now  engaged  in  laying  thousands  of  yards  of  it;  that 
Bergen  County,  also  adjacent  to  Essex  County,  is  laying 
hundreds  of  thousands  of  yards  of  it;  also  Trenton,  Phila- 
delphia, Chester,  Baltimore,  Washington,  Richmond,  Nor- 
folk, Chicago  and  other  cities  and  states  too  numerous  to 
mention  are  laying  it  with  almost  universal  satisfaction? 

Would  it  not,  therefore,  be  more  fair  to  the  people  which 
Mr.  Reimer  serves,  to  give  this  subject  a  little  more  careful 
study  and  ascertain  what  the  results  have  been,  based  on  the 
experience  of  engineers  in  various  parts  of  the  country 
rather  than  to  criticise  one  or  two  roads  which  are  admit- 
tedly not  fair  samples  of  what  can  be  achieved  by  laying 
Topeka  pavement  under  proper  supervision  and  by  expe- 
rienced contractors,  having  proper  equipment?  By  doing 
this,  Mr.  Reimer  will  practice  what  he  preaches  when  he 
says  in  his  article: 

Were  It  true,  In  face  of  adverse  theoretical  criticism,  that  this 
type  of  pavement  produces  a  road  surface  cheaper  and  equally 
as  durable  as  standard  mixtures,  no  engineer,  considering  his 
obligations  to  the  ofBce  he  holds,  should  be  so  narrow  as  not  to 
give  It  full  consideration  in  his  recommendations  to  the  people 
he  serves. 

And  incidentally,  if  he  is  converted  he  will  save  the  taxr 
payers  of  his  county  many  thousands  of  dollars  annually. 
W.  B.  SPENCER. 
President,  Continental  Public  Works  Co. 
New   York,   N.  Y. 


The  NeTV  HishTray  Commission  of  Humphreys  County,  Teun., 

is  composed  of  C.  W.  Turner,  W.  W.  Pace,  E.  L.  Pruitt,  James 
A.   Young  and   Clayton  Pace. 


The  Commislonerii  of  the  District  of  Columbia  have  been 
asked  to  Increase  the  width  of  Wisconsin  Avenue  to  120  ft., 
from  Edmunds  Street,  Washington,  to  the  District  line. 


312 


GOOD    ROADS 


December  4,  1915 


NEW  PUBLICATIONS 


STATE  HIGHWAY  MILEAGE:  AND  EXPENDITURES  TO  JAN- 
UARY I.  l$IS;  Circular  No.  i2.  United  States  Department  of 
Asrlcultur*.  Prepared  by  the  Division  of  Road  Economics, 
Ofllce  of  Public  Roads  and  Rural  BnglneerinK.  Paper; 
t\z)  Ina..  C  pp. 

This  circular  consists  of  a  short  introductory  statement 

and  thre«  Ubies.    Table  1  shows  state  highway  expenditures 

to  January  1,  1915;  Table  2  the  distribution  of  expenditures 

under  »ute   control   for   the  year   1914,   and  Table   3   state 

highway  mileages  as  of  January  1,  1915. 

TH«  PACIFIC  COAST  GOOD  ROADS:  Annual  Review;  Compiled 
from  Recent  Data  Regardlns  Highways  by  the  Trl-State 
Oood  Roads  Association;  191&.— Paper;  9x12  Ins.,  12$  pp.  and 
ooTsra;  Illustrated. 

Inclnded  in  the  contents  of  this  publication  are  the  pro- 
ceedings of  the  convention  of  the  Tri-State  Good  Roadi 
.Association  held  at  San  Francisco,  Cal.,  on  September  IJ, 
1915,  in  connection  with  the  Pan-American  Road  Congress; 
an  account  of  the  Pan-American  Road  Congress,  with  the 
fi^ll  text  of  some  of  the  papers  and  abstracts  of  some 
others;  an  account  of  the  road  inspection  tour  made  by  the 
delegates  to  the  Pan-American  Road  Congress,  and  many 
articles  on  roads  and  road  work  on  the  Pacific  Coast.  Among 
the  latter  is  "California's  State  Highways,"  by  Austin  B. 
Fletcher,  from  "Good  Roads,"  of  September  4,  1915,  and  sev- 
eral articles  from  automobile  and  other  papers. 


COMING  MEETINGS 


December  9-10 — Kansas  Good  Roads  Association — Fif- 
teenth Annual  Convention,  Kansas  City,  Kan.  Secretary, 
G.  J.  Hinshaw,  Kansas  City. 

December  13-15. — Association  of  American  Portlimd  Ce- 
ment Manufacturers. — .Annual  meeting.  New  York  City,  N.  Y. 
Secretary,  Percy  H.  Wilson,  Bellevue  Court  Building,  Phila- 
delphia, Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Man. — Road  convention  and  exhibition.  .  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

January  17-19 — Montana  Institute  of  Municipal  Engineers 
— Annual  meeting,  Billings,  Mont.  Secretary  and  Treasurer, 
C   C.  Widener,  Bozeman,  Mont. 

Pebnury  15-18,  1916— National  Conference  on  Concrete 
Road  Building— Second  National  conference,  Chicago,  III. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 

Prtruary  28-March  3,  1916.— American  Road  Builders'  As- 
sociation.— Thirteenth  Annual  Convention;  Sixth  American 
Good  Roads  Congress  under  the  auspices  of  the  A.  R.  B.  A., 
ard  Seventh  National  Exhibition  of  Machinery  and  Materials, 
Mechanical  Hall,  Pittsburgh,  Pa.  Secretary,  E.  L.  Powers, 
li^  Na»«..  .<;.     New  York,  N.  Y. 


Qutnge  of  Date  of  the  A.  R.  B.  A.  Convention 

As  noted  above,  the  date  of  the  Sixth  American  Good 
Road*  Congress,  under  the  auspices  of  the  A.  R.  B.  A.,  which 
will  comprise  the  Thirteenth  Annual  Convention  and  the 
Seventh  National  Exhibition  of  Machinery  and  Materials, 
ha*  been  changed  from  the  week  of  February  22  to  the  week 
of  February  28,  1916.  The  congress  will  commence  on  Mon- 
day, February  28,  and  close  on  Friday,  March  3. 

Further  details  will  be  found  on  the  A.  R.  B.  A.  Page  in 
this  issue. 


Worcester  Road  Congress 

The  final  program  of  the  coming  four-day  road  meeting  at 
Worcester,  Mass.,  has  recently  been  issued.  It  was  printed 
in  full  in  "Good  Roads"  for  November  27. 

The  meeting,  which  will  be  known  as  the  "First  Interna- 
tional Road  Congress,"  will  be  held  at  the  Hotel  Bancroft, 
Worcester,  on  Tuesday,  Wednesday,  Thursday  and  Friday, 
December  14,  IS,  16  and  17.  The  four  days  are  designated, 
respectively,  as  "International  Day,"  "Road  Builders'  Day,' 
"Country  and  City  Day"  and  "Autoniobile  Day."  On  Tues- 
day, "International  Day,"  the  Congress  will  be  opened  by 
President  J.  Lewis  Ellsworth  of  the  Worcester  Chamber  of 
Commerce,  and  addresses  will  be  made  by  Lieutenant-Gov- 
ernor Cushing  of  Massachusetts,  Governor  Gates  of  Vermont 
and  others.  The  program  for  the  remaining  three  rays  will 
consist  of  papers  and  addresses,  the  proceedings  on  Wednes- 
day, "Road  Builders'  Day,"  being  under  the  auspices  of  the 
Massachusetts  Highway  Association.  The  program  also  in- 
cludes concerts  in  the  Auditorium,  where  the  exhibition  of 
road  materials  will  be  held,  and  entertainments  in  the  Hotel 
Bancroft  ballroom  on  Tuesday  and  Thursday  evenings. 


PERSONAL  NOTES 


Oscar  Ford,  an  engineering  contractor  of  Riverside,  Cal., 
has  been  reelected  Mayor  of  that  city. 

T.  B.  Shertzer  has  been  appointed  Assistant  Engineer  of 
the  Bureau  of  Highways,  Philadelphia,  Pa. 

Philip  Muh,  Manager  for  the  Sicilian  Asphalt  Co.,  died 
recently  at  his  home  in  Flatbush,  Borough  of  Brooklyn, 
New  York  City. 

S.  G.  Bennett  has  resigned  as  City  Engineer  of  Oxnard, 
Cal.,  to  take  a  position  as  Field  Engineer  for  the  Ventura 
County,   Cal.,   Highway   Commission. 

Frank  N.  Wilmot,  Civil  Engineer  of  the  Trussed  Con- 
crete Steel  Co.,  who  has  been  attached  to  the  Detroit,  Midi., 
office,  has  been  transferred  to  the  office  at  Youngstown,  O. 

T.  Brindle,  Ashland,  O.,  formerly  a  division  engineer  on 
tlie  staff  of  the  Ohio  State  Highway  Department,  has  been 
appointed  engineer  on  the  force  of  the  Ohio  Brick  Manu- 
facturers' Association. 

E.  F.  Ketter,  who  has  been  City  Engineer  of  Mexico, 
Mo.,  and  County  Surveyor  and  Highway  Engineer  of 
Audrain  County,  Mo.,  has  taken  a  position  with  the  Atchi- 
son, Topeka  &  Santa  Fe  Railway  at  Topeka,  Kan. 

Charles  Schroeder,  of  the  Bureau  of  Engineering,  Scran- 
ton,  Pa.,  has  been  placed  in  temporary  charge  of  paving  re- 
pair work  in  Scranton,  owing  to  the  resignation  of  John  J. 
Canterbury  as  Superintendent  of  Pave  Construction. 

L.  A.  Pockman  has  been  appointed  Safety  Engineer  of 
Construction,  Department  of  Safety,  Industrial  Accident) 
Commission  of  Los  Angeles,  Cal.  He  will  have  supervision 
of  safety  provisions  for  workmen  on  bridges,  tunnels  and 
similar  undertakings. 


Death  of  John  S.  Lamson,  Jr. 

John  S.  Lamson,  Jr.,  died  at  the  home  of  his  brother,  Dr. 
William  Lamson,  120  Summit  Ave.,  Summit,  N.  J.,  on  Mon- 
day,  November  29. 

Mr.  Lamson  was  President  of  the  Dustoline  for  Roads  Co., 
of  Summit,  N.  J.,  and  was  well  known  among  road  builders. 
He  was  born  in  Jersey  City,  N,  J.,  in  1864.  Mr.  Lamson  has 
been  in  ill  health  for  a  number  of  years,  and  has  spent  his 
summer*  at  his  home  at  Belle  Terre,  L.  I. 


December  4.  1915 


GOOD    ROADS 


313 


EQUIPMENT  -  TRADE  -  MATERIALS 


Pressure  Cylinder  Scarifier 

A  scarifier  attachment  for  Kelly-Springfield  road  rollers 
is  shown  in  operation  in  the  accompanying  illustration. 

The  attachment  consists  essentially  of  an  oscillating  cyl- 
inder, which  actuates  seven  scarifying  points,  and  a  heavy 
steel  frame  which  is  attached  to  the  rear  of  the  roller.  The 
steel  holders  which   carry  the  points  are  attached  to  heavy 


KEI-LY-SPH1.\G1' IKI.Ji   I'K  1:s.sl:1{1';   CiLINUER   SCAHIFIEK. 

steel  rocking  shafts  and  are  moved  up  and  down  by  the 
piston  which  is  attached  as  shown.  One  rocking  shaft  is 
attached  directly  to  the  main  draw  bars  of  the  roller.  The 
attachment  is  controlled  by  the  roller  engineer  and  can  be 
put    into    operation    or    stopped    by    a    lever    controlling    the 


pressure  valve.  When  stopped,  the  teeth  of  the  scarifier 
are  raised  well  above  the  road  surface.  The  width  of  cut  is 
6  ft.,  the  full  width  of  the  roller. 

The  scarifier  is  attached  to  Kelly-Springfield  road  rollers 
of  either  the  steam  or  gasoline  type.  It  has  been  only  lately 
put  on  the  market,  although  it  has  been  in  use  for  some 
time.  It  is  manufactured  by  the  Kelly-Springfield  Road 
Roller  Co.,  of  Springfield,  Ohio. 


A  Tractor  and  Trailer  Test  at  Cincinnati,  Ohio 

An  interesting  test  of  a  gasoline  motor  tractor  in  city 
hauling  work  was  conducted  recently  at  Cincinnati,  Ohio. 
The  test  was  made  for  the  purpose  of  ascertaining  how 
large  a  load  could  be  hauled  by  this  method,  whether  or  not 
several  trailers  could  be  handled  conveniently,  whether  or 
not  the  tractor  was  equal  to  the  task  of  hauling  a  heavy 
load  up  an  8  per  cent,  grade  and  whether  or  not  the  tractor 
brakes  could  be  depended  upon  to  hold  back  the  load  going 
down  the  same  grade. 

The  test  was  made  on  Gilbert  Hill,  a  7,000-ft.  stretch 
having  a  mean  grade  of  6.2,  a  maximum  grade  of  8.3  and  a 
minimum  grade  of  1.8  per  cent.  The  street  is  paved  with 
granite  blocks.  The  equipment  consisted  of  a  Knox  tractor 
and  six  trailers.  The  latter  were  ordinary  municipal  type 
dumping  wagons,  as  shown.  Two  tests  were  made,  one  with 
five  trailers  and  one  with  six  trailers.  The  weights,  as  indi- 
cated by  the   city  scales,  were  as  follows: 

Using  five  wagons:  First  and  second  wagons,  11,600  lbs.; 
third  and  fourth  wagons,  18,000  lbs.;  fifth  wagon,  8,950  lbs.; 
total,  38,550  lbs. 

With  six  wagons:  First  and  second  wagons,  11,600  lbs.; 
third  and  fourth  wagons,  18,000  lbs.;  fifth  and  sixth  wagons, 
16,070  lbs.;  total,  45,670  lbs. 

Among  the  conditions  of  the  test  was  the  stipulation  that 
there  should  be  no  load  on  the  rear  wheels  of  the  tractor, 
and   the   test   was.   therefore,   made   with   the   entire   load   on 


Ol-'    .\    KM  'X    Tl 


I.N    I'lTV     \\i>I;K'      i'l.XClXNATI 


OHK.i. 


314 


GOOD    ROADS 


December  4,  1915 


TRACTORS  AND  TRAILERS   MAKING  TURN  AT  TOP  OF 
GRADE  IN  TEST  CONDUCTED  AT  CINCINNATI. 

the  »te«l-tired  wheels  of  the  trailers.  The  train  was  started 
at  the  bottom  of  the  hill,  driven  to  the  top,  turned  around 
withont  stopping  and  brought  back  to  the  foot  of  the  hili. 
In  going  down,  the  entire  load  was  held  back  by  the  tractor, 
the  brakes  on  the  trailers  not  being  set  at  any  time.  The 
tractor  came  all  the  way  down  the  hill  in  low  gear.  Two 
complete  stops  were  made  on  the  steepest  part  of  the  hill 
to  demonstrate  the  ability  of  the  tractor  to  hold  back  the 
load. 

It  is  reported  that  the  test  was  entirely  successful,  the 
tractor  hauling  and  holding  back  the  load  without  trouble 
and  the  trailers  tracking  satisfactorily  on  the  turns.  The 
weights  hauled  in  the  test  are  said  to  have  been  25  per  cent. 
greater  than  the  loads  to  be  hauled  in  actual  service,  and  it 
it  iUted  that  as  a  result  of  the  demonstration  Knox  equip- 
ment was  purchased. 

The  accompanying  illustrations  show  the  tractor  and  five 
trailers  descending  the  hill  and  the  same  outfit  making  the 
mm  at  the  summit. 


Construction  of  an  Asphalt  Macadam  Road  with 
Stanolind  Paving  Asphalt 

An  asphalt  macadam  pavement,  built  with  Stanolind  pav- 
ing asphalt,  has  recently  been  put  down  at  Bloomington, 
Ind.  The  pavement  is  14  ft.  wide  and  2  miles  long,  and 
is  on  the  Ellisville  Road  and  Kinsey  Pike. 

The  foundation  consisted  of  a  6-in.  course  of  crushed  stone, 
which  was  practically  crusher  run  with  the  screenings  taken 
ont.    This  was  rolled  until  2^  ins.  below  and  parallel  to  the 


grade  of  the  finished  surface.  The  stone  for  both  the  foun- 
dation and  the  wearing  course  was  obtained  from  a  quarry 
I  wned  and  operated  by  the  contractors.  Stone  for  the  wear- 
iiig  course  was  passed  through  a  revolving  screen  of  four 
sections,  with  openings  as  follows:  %  in.,  }i  in.,  1  in.,  2%  ins. 
The  first  course,  which  consisted  of  stone  from  1  in.  to 
214  ins.  in  size,  was  spread  over  the  foundation  to  a  depth 
of  about  254  ins.,  raked  to  grade  and  rolled  just  enough  to 
make  the  course  firm.  Stanolind  paving  asphalt,  a  binder 
rjanufactured  by  the  Standard  Oil  Co.  of  Indiana,  was  then 
poured  over  the  stone,  after  which  stone  ranging  from  fiS 
to  7^  in.  in  size,  was  spread  in  a  sufficient  quantity  to  just 
cover  the  asphalt. 

The  asphalt,  which  had  a  penetration  of  110,  was  applied 
at  temperatures  ranging  from  300  to  350°  F.  The  amount 
of  small  stone  used  was  about  1  cu.  yd.  to  each  SO  sq.  yds. 
of  road  surface.  After  rolling,  a  second  application  of  the 
paving  asphalt  was  made  at  a  rate  of  }/i  gal.  per  sq.  yd. 
A  top  dressing  of  chips  was  then  spread  over  the  surface 
at  the  rate  of  1  cu.  yd.  to  each  80  or  90  sq.  yds.  of  road 
surface,  after  which  the  pavement  was  thoroughly  compact- 
ed. The  road  was  completed  in  sections  ranging  from  60 
to  75  ft.  in  length,  the  melting  kettle  being  moved  ahead 
with  the  roller  as  the  work  progressed,  thus  permitting  the 
rolling  of  the  pavement  while  the  binder  was  still  warm.  The 
roadway  was  opened  to  traffic  as  soon  as  the  materials  had 
cooled. 

It  is  stated  that  by  grading  the  aggregate  as  noted,  a 
cubic  yard  will  lay  10  sq.  yds.  of  2^4  in.  wearing  surface, 
which  weighs  practically  268  lbs.  per  sq.  yd.  of  area  and 
contains  2  gals,  of  asphalt  per  sq.  yd.  of  area. 

The  contractors  were  Blair  &  Kerr,  of  Bloomington,  Ind. 
The  work  was  done  under  the  direction  of  the  County  Com- 
missioners of  Monroe  County. 


Electrically   Controlle<]   Penetrometer 

For  the  purpose  of  eliminating  the  effect  of  the  personal 
equation  in  the  conduct  of  penetration  tests,  the  manufac- 
turers of  the  familiar  testing  instrument  known  as  the  New 
York  Testing  Laboratory  penetrometer  have  recently  brought 
out  an  improved  type  of  the  instrument,  in  which  the  tim- 
ing of  the  test  is  electrically  controlled.  Two  views  of  the 
instrument  are   shown   in   the   accompanying   illustration. 

The  new  instrument  differs  from  the  standard  instrument 
only  in  the  controlling  device  which  consists  of  an  especially 
constructed  clock  movement,  an  electro-magnet  and  the 
minor  modification  of  the  adjusting  mechanism  necessary 
to  adapt  the  instrument  to  automatic  instead  of  manual  con- 
trol.    It  can  be  used  for  1,  5  or  60-second  penetrations,  and 


AVWrUta   BTANOLIND   PAVING   ASPHALT    IN   THE    CON- 
STRUCTION OF  AN  ABPHALTIC  MACADAM  PAVEMENT. 


COMPLETED  SECTION  OF  PAVEMENT  SHOWN  IN  ILLUS- 
TRATION OPPOSITE— ROAD  NEAR  BLOOMINGTON,  IND. 


December  4,  1915 


GOOD    ROADS 


315 


In  the  decision,  Judge  Lewis  held  that  nothing  beyond 
mechanical  skill  was  involved  in  the  placing  of  the  steel  as 
described  in  the  Luten  patents  and  ordered  the  bill  dismissed 
at  the  complainant's  cost. 


TWO   VIEWS   OF   THE    ELECTRICALLY   CONTROLLED   NEW 
YORK  TESTING  LABORATORY  PENETROMETER  MANU- 
FACTURED  BY  HOWARD   &   MORSE. 

can  be  operated  on  a  110-volt  direct  current,  a  110-volt  al- 
ternating current  passed  through  a  suitable  rectifier,  or  a 
battery  current  supplied  by  six  dry  cells,  each  of  from  20 
to  25  amperes  capacity. 

The  operation  of  the  instrument  is  similar  to  that  of  the 
standard  penetrometer,  with  a  few  slight  differences.  As  in 
the  hand  controlled  penetrometer,  the  dial  can  be  set  at 
zero  when  the  test  is  commenced  so  that  direct  readings 
can  be  obtained.  The  circumference  of  the  dial  on  both 
types  is  divided  into  360  degrees,  each  of  which  represents 
a  penetration,  or  downward  movement  of  the  needle,  of 
0.1  millimeter.  The  current  is  turned  on  before  bringing  the 
sample  up  to  the  needle  point,  and  the  test  started  by  pull- 
ing down  and  then  releasing  the  chain  on  the  right-hand 
side  of  the  instrument.  The  test  is  automatically  stopped 
at  the  expiration  of  1,  S  or  60  seconds,  the  clock  having 
previously  been  set  for  the  desired  length  of  time. 

The  instrument  is  manufactured  by  Howard  &  Morse, 
1197-1211    DeKalb  Ave.,   Brooklyn,   N.   Y. 


Decision  on  the  Luten  Bridge  Patents  Handed 
Down  in  Colorado 

In  a  recent  decision  handed  down  by  District  Judge  R.  E. 
Lewis  in  the  United  States  District  Court  of  Colorado,  in- 
fringement by  George  Washburn  and  Weld  County  of  cer- 
tain patents  held  by  Daniel  B.  Luten,  of  Indianapolis,  Ind., 
was  denied. 

The  subject  of  the  litigation  was  a  reinforced  concrete 
girder  bridge  of  30-ft.  span,  across  what  is  known  as  Sheep 
Draw,  built  for  the  county  by  the  contractor,  Mr.  Wash- 
burn. In  the  suit  brought  by  Mr.  Luten,  infringement  of 
seven  patents  was  claimed.  The  patents  involved  were  as 
follows:  Nos.  852,970,  853,183,  853,202  and  853,203,  issued 
May  7,  1909;  No.  933,771,  issued  Sept.  14,  1909;  No.  979,776, 
issued  Dec.  27,  1910,  and  No.  989,272,  issued  April  11,  1911. 
Patent  No.  933,771  was  not  introduced  at  the  trial,  reliance 
being  placed  on  the  other  six. 

Among  the  patents  cited  at  the  trial  as  anticipating  Mr. 
Luten's  alleged  inventions  were  those  issued  to  Coignet  in 
1869,  to  Hinckley  in  1889,  to  Hennebique  in  1898,  to  Parmley 
in  1902  and  1904,  and  to  Cunningham  in  1907.  It  was  argued 
at  the  trial  that  the  Luten  patents  embodied  nothing  beyond 
the  placing  of  the  steel  in  a  new  way  that  produced  better 
results  in  a  more  efficient  form. 


Investigation  of  Luten  Patents  Postponed 

A  hearing  on  the  Luten  bridge  patents,  scheduled  for 
Washington,  D.  C,  on  November  8,  was  adjourned  because 
of  the  lack  of  a  quorum  of  the  committee. 

As  was  noted  in  "Good  Roads"  for  March  20,  the  Senate 
of  the  United  States  adopted,  shortly  before  its  adjournment 
last  spring,  a  resolution  providing  for  an  investigation  of 
the  legality  of  the  issuing  of  patents  on  concrete  bridges  to 
Daniel  B.  Luten,  of  Indianapolis,  Ind.  The  resolution,  which 
was  introduced  by  Senator  Bristow,  of  Kansas,  authorized 
and  directed  the  Senate  Committee  on  Patents,  or  a  sub- 
committee thereof,  to  investigate  the  issuing  of  patents  and 
report  back  to  the  Senate.  The  committee  was  appointed, 
the  first  of  the  hearings  set  for  Nov.  8  and  notices  sent  to 
the  interested  parties.  Notwithstanding  the  fact  that  in- 
terests in  Iowa  and  Kansas  took  part  in  bringing  about  the 
investigation,  none  of  their  representatives  were  present  at 
the  hearing.  In  addition,  only  one  of  the  members  of  the 
committee — Senator  James  of  Kentucky — was  present.  Mr. 
Luten,  however,  went  to  Washington  for  the  hearing. 

A  quorum  of  the  committee  consists  of  four  members,  and 
until  a  quorum  can  be  obtained  the  committee  can  not  pro- 
ceed. In  view  of  this,  it  is  stated  that  the  probabilities  are 
that  the  investigation  will  not  be  commenced  until  after  the 
convening  of  Congress. 


TRADE  NOTES 


The  sales  engineers  of  the  Blaw  Steel  Construction  Co. 
recently  held  their  annual  convention  in  Pittsburgh,  Pa. 
An  inspection  was  made  of  the  plant  at  Hoboken,  Pa., 
where  the  visitors  were  entertained  at  luncheon  at  the  plant 
restaurant.  Other  features  of  the  gathering  were  a  banquet 
at  the  Concordia  Club,  Pittsburgh,  and  tests  of  the  workings 
of  the  various  Blaw  products. 

"Good  Pavements  and  How  to  Get  Them"  is  the  title  of 
a  16-page  booklet  recently  issued  by  the  Barber  Asphalt 
Paving  Co.,  Philadelphia,  Pa.  The  contents  deal  principally 
with  the  use  of  asphalt  pavements  in  various  cities  in  Mich- 
igan. There  are  many  illustrations  consisting  of  half-tone 
reproductions  of  street  scenes  in  the  cities  mentioned. 

"Defeating  Rust — The  Story  of  Armco  Iron"  is  the  title 
of  a  booklet  recently  issued  by  the  American  Rolling  Mill 
Co.,  of  Middletown,  Ohio.  Its  contents  include  a  his- 
torical sketch  of  American  Ingot  iron,  descriptions  of  parts 
of  the  manufacture  of  that  material,  extracts  from  letters 
and  articles  relative  to  the  material  and  its  use,  and  descrip- 
tions of  various  Armco  products,  including  culverts.  The 
illustrations  include  views  of  the  plants  of  the  American 
Rolling  Mill  Co.,  interior  views  of  the  company's  laboratory, 
and  reproductions  of  photographs  showing  the  company's 
various  products  and  their  uses.  The  booklet  is  6  by  9  ins. 
in  size  and  consists  of  48  pages  and  covers.  It  is  printed 
on  heavy  white  paper  of  good  quality,  and  is  well  illustrated. 


Randolph  County,  Ark.,  has  created  a  road  district  of  the 
territory  between  Ravenden  and  Ravenden  Springs.  The  com- 
missioners are  Joseph  S.  Decker,  R.  L.  Higginbotham  and 
George  Poteet. 


316 


GOOD    ROADS 


December  4,  1915 


RECENT  PATENTS 


The  following  list  contains  the  numbers  of  the  principal 
patents  relating  to  roads  and  pavements  and  to  machinery 
used  in  their  construction  or  maintenance  which  have  re- 
cently been  issued,  together  with  the  names  and  addresses 
of  the  patentees,  dates  of  filing,  serial  numbers,  etc.  In 
»ome  cases  the  principal  drawing  has  also  been  reproduced. 
Printed  copies  of  patents  listed  may  be  obtained  for  5  cts. 
tach  by  application  to  the  Commissioner  of  Patents,  Patent 
(  ftice.  Washington,  D.  C: 


l.ttLMS-  APPARATUS  FOR  AND  METHOD  OF  MAKING 
ROADS.  John  A.  Jolinston,  SprlngHeld,  Mass.  Filed  Apr.  2, 
1914.     Serial  No.  8M.148.     (CI.  94-6.) 


i.ist.5;i. 

Ohio. 


DUMPING  WAGON.     George  W.  Shartle,  MIddletown. 
Filed  July   13,  1914.     Serial  No.   850,739.      (CI.   21-20.) 


l.lU.SOt.     ROAD  SURFACING  GRADER     Molbry  Haynes,  Vlsa- 
lia.  Cal.     Filed  Feb.  20,  1912.     Serial  No.  678,782.     (CI.  37-7.) 

l.lt>.140.     DUMP  WAGON.     Frank  Weber,  Louisville,  Ky.    Filed 
Mar.  1,  191S.     Serial  No.  11.284.     (CI.  21-99.) 


l.ltt.l«X.  STREET  SWEEPING  MACHINE.  Frank  Benjamin 
Kl»h.  SprlnKdcld.  Ohio.  Filed  Nov.  25,  1914.  Serial  No. 
S74,0>(.     (CI.  15-17.) 


Z3  J^ 


'■'*VlTrRAV""^..,.''°"„  DISTRIBUTING  FLUID  ROAD 
S..^5'*^  WUllam  H.  Gallor,  Saratoga  Sprlnes  N  T 
Filed  Mar.  ».  1»I4.     Serial  No.  «2i,l70.     ((fl    137-63.) 


1,159.640.  DUMTING  WAGON.  Amlrevv  Benson,  Batavia,  111.. 
assignor  of  one-fourth  to  John  Augustus  Benson,  one-fourth 
to  Henry  Benson,  and  one-fourth  to  Albert  Benson,  Batavia, 
111.     Filed  Mar.  26,  1916.     Serial  No.  17,173.      (CI.  21-20.) 


1.160,205.  STREET  CLEANING  APPARATUS  FOR  MELTING 
SNOW  AND  THE  LIKE.  Charles  T.  Smith,  Newark,  N.  J. 
Filed  Sept.  15,  1914.     Serial  No.  861,803.     (CI.  126-343.5.) 

1,160,554.  CAST  IRON  CULVERT  PIPE.  Robert  C.  White,  Bir- 
mingham, Ala.,  as.signor  of  one-half  to  George  W.  Beggs, 
Birmingham,  Ala.  Filed  Nov.  7,  1914.  Serial  No.  870,902 
(CI.   61-9.) 


1,161,016.  ROAD  BUILDING  MACHINE.  Edwin  J.  Akins, 
MoundsvlUe,  W.  Va.  Filed  July  1,  1912.  Serial  No.  706,941. 
(CI.  97-52.) 


1,161,205.  ROTARY  SPRAY  NOZZLE  FOR  ROAD  TREATING 
MACHINES.  Sam  Everett  Finley,  Atlanta,  Ga.  Filed  Oct. 
5,  1914.     Serial  No.  865,114.     (CI.  137-57.) 

1,161,275.  SNOW  SCRAPER.  Ellis  G.  Wood,  Hudson,  N.  Y., 
assignor  to  GllTord-Wood  Co.,  Hudson,  N.  Y.,  a  corporation 
of  New  York.  Filed  July  10,  1915.  Serial  No.  39,162.  (CI. 
37-5.) 

1,161.304.  CONCRETE  MIXER.  James  L.  Galyean,  Waterloo, 
Iowa,  assignor  to  Waterloo  Cement  Machinery  Corporation, 
Waterloo,  Iowa,  a  corporation  of  Iowa.  Filed  Mar.  8.  1913. 
Serial  No.  762,843.      (CI.  193-29.) 


GeorKetown,  Ky.,  Will  Hold  an  Election  January  15,  1916, 
on  the  question  of  issuing  bonds  to  the  amount  of  $100,000  for 
roads. 


The  City  CommUnlon  of  Jersey  City,  N.  J.,  has  approved  the 
recommendation  of  Director  of  Streets  and  Public  Improve- 
ments Byrne  to  expend  $100,000  on  the  construction  of  Hacken- 
sack  Avenue.  Bonds  will  be  issued  to  cover  the  amount  re- 
quired. 


/I  I 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Seriei,  Vol.  XLVIII. 
Naw  S<r>M.  Vol.  X. 


NEW  YORK,  DECEMBER  11,  1915 


Number  24 


Founded  January,  1892 

published  weekly  by 
Thk  E.  L.  Powers  Compant 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  Powell,  Sec'y. 


ISO  NASSAU  STREET 
NEW  YORK,  N.  Y. 

Cabl«  Address  :    Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2,00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  adver- 
tisers should  reach  the  New  York  office  as  follows:  For  insertion  in  the 
first  issue  of  the  month,  by  the  fifteenth  of  the  preceding  month;  for  other 
issues,  by  noon  on  Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — in- 
cluding "Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertise- 
ments— will  be  accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Class  Matter 


Mississippi  Legislature  to  be  Asked  for 
State  Highway  Department 

When  the  Mississippi  Legislature  convenes  in  January, 
one  of  the  important  matters  to  come  before  it  for  action 
will  be  the  establishing  of  a  state  highway  department,  ac- 
cording to  a  statement  made  recently  by  D.  J.  Morrison, 
of  Jackson,  Miss.,  President  of  the  Mississippi  Highway  As- 
sociation. 

By  virtue  of  his  office,  Mr.  Morrison  is  at  the  head  of  a 
Btate-wide  campaign,  conducted  by  the  Mississippi  Highway 
Association,  for  the  purpose  of  accomplishing  this  end.  Ac- 
cording to  reports,  the  movement  is  receiving  much  en- 
couragement. 

In  addition  to  the  creation  of  a  state  highway  department, 
those  interested  in  the  matter  intend  to  urge  the  repeal  of 
the  present  road  laws  and  the  enactment  of  a  general  road 
law  which  will  cover  the  entire  question,  including  the  matter 
of  financing  road  building. 


Course  of  Lectures  on  Highway  Work  in 
New  York  City 

A  series  of  illustrated  lectures  on  highway  construction 
and  maintenance  will  be  given  during  the  present  winter, 
in  New  York  City,  under  the  joint  auspices  of  the  Depart- 
ment of  Highway  Engineering  of  Columbia  University  and 
the  Automobile  Club  of  America.  The  lectures  will  be  given 
in  Room  402,  Engineering  Building,  Columbia  University, 
and  in  the  assembly  hall  of  the  Automobile  Club  of  Amer- 
ica, 247  West  S4th  St.,  New  York  City. 


The  first  of  the  lectures  was  given  on  Monday  evening 
of  this  week  by  Arthur  H.  Blanchard,  Professor  in  Charge 
of  the  graduate  course  in  highway  engineering  of  Columbia 
University.  Prof.  Blanchard's  subject  was  "State  and  Muni- 
cipal Highway  Problems." 

Other  lectures,  the  dates  for  which  have  been  arranged, 
will  be  given  by  Morris  L.  Cooke,  Director,  Department 
of  Public  Works,  Philadelphia,  Pa.,  who  will  speak  on  "Con- 
tract Procedure  for  Public  Works,"  at  the  Automobile  Club, 
December  20;  H.  B.  Pullar,  President  of  the  Pioneer  Asphalt 
Co.,  Lawrenceville,  111.,  "Chemistry,  Manufacture,  Trans- 
portation and  Control  Testing  of  Asphaltic  Materials," 
Columbia  University  Engineering  Building,  December  27, 
and  Philip  P.  Sharpies,  General  Manager,  Tarvia  Department, 
Barrett  Manufacturing  Co.,  New  York  City,  "Chemistry, 
Manufacture,  Transportation  and  Control  Testing  of  Re- 
fined Coal  Tars."  Columbia  University  Engineering  Build- 
ing, December  30. 

Although  exact  dates  have  not  yet  been  arranged,  lectures 
will  be  given  by  John  A.  Bensel,  former  State  Engineer  of 
New  York;  Dr.  Frederick  A.  Cleveland.  Dii-ector,  Bureau  of 
Municipal  Research,  New  York  City;  William  H.  Connell, 
Chief.  Bureau  of  Highways  and  Street  Cleaning,  Philadelphia, 
Pa.;  Edwin  Duffey,  New  York  State  Commissioner  of  High- 
ways; E.  P.  Goodrich,  Consulting  Engineer  to  the  President 
of  the  Borough  of  Manhattan,  New  York  City;  Nelson  P. 
Lewis,  Chief  Engineer  to  the  Board  of  Estimate  and  Appor- 
tionment, New  York  City;  George  W.  Tillson,  Consulting 
Engineer  to  the  President  of  the  Borough  of  Brooklyn,  New 
York  City,  and  George  C.  Warren,  President,  Warren  Bros. 
Co.,  Boston,  Mass. 

The  lectures  commence  at  8.30  o'clock  and  all  interested 
persons  may  obtain  tickets,  without  charge,  by  applying  to 
the  Secretary  of  the  Automobile  Club  of  America. 


Third  Annual  Session  of  West  Virginia 
School  of  Good  Roads 

The  third  annual  session  of  the  School  of  Good  Roads, 
which  was  established  at  the  University  of  West  Virginia 
by  act  of  the  1913  Legislature,  will  be  held  in  Mechanical 
Hall  of  the  university,  at  Morgantown,  W.  Va.,  January 
11  to  21  inclusive. 

The  subjects  to  be  considered  include  the  care  and  main- 
tenance of  roads,  drainage,  planning  and  location  of  road 
systems,  grades  and  alignments,  highway  bridges  and  cul- 
verts, macadam,  brick,  tarvia,  asphaltic  concrete,  gravel 
concrete  and  other  types  of  pavements.  Cost  accounting, 
uniform  plans,  designs  and  specifications,  standardizing  of 
road  materials,  equipment  and  methods  and  prison  labor 
will  also  be  included  in  the  curriculum. 

Every  citizen  of  West  Virginia,  who  desires  to  do  so,  is 
free  to  attend  the  road  school  without  charge.  Those  who 
desire  to  enroll  for  the  course  should  notify  either  the  State 
Road  Bureau  or  the  university  at  as  early  a  date  as  possible. 


'318 


GOOD    ROADS 


December  11,  1915 


Several  Wisconsin  Counties  Planning 
Extensive  Road  Work 

Chief  Engineer  A.  R.  Hirst  of  the  Wisconsin  Highway 
TwiiMiiiinn  who  recently  made  a  tour  of  the  state  for  the 
p«pOM  of  attending  meetings  of  county  boards,  noted  an 
iacreased  interest  in  the  matter  of  road  construction. 

Several  counUes  have  made  plans  for  extensive  road  work 
during  the  coming  year.  In  some  instances  it  is  proposed 
to  finance  the  contempUted  improvements  by  issuing  bonds 
whUe.  in  others,  the  county-state  system  will  be  resorted  to. 

The  Board  of  Supervisors  of  Outagamie  County  has 
decided  to  submit  to  the  voters  a  proposal  to  issue  bonds 
to  the  amount  of  $700,000  for  road  work.  In  Barron  County 
a  referendum  has  been  called  on  an  issue  of  $650,000.  Sauk 
County  has  already  voted  for  all  new  work  asked  for  by  the 
townships  and,  in  addition,  has  appropriated  $30,000  for 
maintenance. 

The  county  boards  of  Eau  Claire.  Polk  and  Washburn 
Counties  have  adopted  the  county-state  system,  whereby  the 
connty,  independently  of  the  action  of  the  townships,  appro- 
priates 60  per  cent  of  the  cost  of  construction  and  receives 
the  remaining  40  per  cent,  from  the  state. 

Rhode  Island  Road  Board  Submits  Estimate 
for  1916  Work 

The  State  Board  of  Public  Roads  of  Rhode  Island  has 
•nbmitted  to  the  House  Committee  on  Finance  of  the  Rhode 
Island  Legislature,  its  estimate  of  the  amount  of  money 
needed  for  road  work  during  the  coming  year. 

According  to  the  figures  presented,  the  board  will  require 
an  appropriation  of  $677,000  for  the  construction  and  main- 
tenance of  sute  highways  and  bridges  during  1916.  The 
communication  states,  however,  that  should  the  board  be 
given  authority  to  use  the  money  received  for  motor 
vehicle  licenses,  the  Legislature  will  need  to  appropriate 
but  $477,000. 

It  will  be  recalled  that  items  contained  in  a  report  of 
the  board  were  published  in  the  November  13  issue  of 
"Good  Roads,"  wherein  was  a  statement  that  approximately 
$2,000,000  would  be  needed  for  reconstruction  alone  in  order 
to  give  the  state  an  adequate  system  of  roads. 

The  board  includes  this  statement  in  its  present  com- 
munication to  the  Legislature,  but  accompanies  it  with  an 
opinion  that  the  finances  of  the  state  will  not  permit  of  the 
expenditure  of  such  a  sum  during  the  coming  year. 


Hocking  County— Lancaster-Logan  road,  1.35  mile,  con- 
structing bridges  and  culverts,  grading  roadway  and  paving 
with  brick,  Ralph  G.  Culbertson,  Richmond,  Ind.,  $20,756. 

Holmes  County— Mansfield-Millersburg  road,  1.59  mile, 
constructing  bridges  and  culverts  and  paving  roadway  with 
brick,   Philip  Dieffenbacher  &  Son,   Massillon,  O.,  $26,800. 

Meigs  County — Pomeroy-Jackson  road,  0.29  mile,  con- 
structing bridges  and  culverts,  grading  roadway  and  paving 
with  brick,  John  Lindsay,  Middleport,  O.,  $6,000. 

Morgan  County — McConnellsville-Caldwell  road,  0.26  mile, 
constructing  bridges  and  culverts,  grading  and  paving  road- 
way  with   water   bound   macadam,    Findlay    Drueay,    Malta, 

O.,  $3,495. 

Seneca  County — Findlay-Tiffin  road,  2.59  miles,  construct- 
ing bridges  and  culverts,  grading  and  paving  with  water 
bound  macadam,  G.  W.  Eichner,  Fostoria,  O.,  $16,839;  Lima- 
Sandusky  road,  0.25  mile,  grading  and  paving  with  water 
bound  macadam,  Sander  &  Peterson,  Fostoria,  O.,  $1,700. 

Union  County — Urbana-Marysville  road,  constructing  75- 
ft.  steel  bridge  over  Buck  Run,  John  Z.  Porter,  Marysville, 
O.,  $4,631. 

Williams  County — West  Unity-Montpelier  road,  2.09 
miles,  constructing  bridges  and  culverts  and  paving  with 
water  bound  macadam,  Kelly  Construction  Co.,  Bryan,  O., 
$15,888;  alternative  bid   for  bituminous  macadam,  $19,196. 


Bids  Opened  for  Twelve  State  Road  Contracts 
in  Ohio 

State  Highway  Commissioner  Cowen  of  Ohio,  recently 
opened  bids  for  twelve  state  road  contracts  in  several  counties 
of  the  state.  The  total  amount  involved  in  the  work  is  in 
excess  of  $140,000.  These  are  the  last  contracts  which  will 
be  awarded  by  the  Ohio  State  Highway  Department  during 
the  current  year.  As  stated  in  "Good  Roads"  for  November 
2i,  the  dates  set  for  the  completion  of  the  work  range  from 
June  I  to  August  1.  1916. 

The  names  of  the  low  bidders,  together  with  the  amounts 
of  their  bids,  the  location  of  the  work,  and  other  details,  are 
published  below. 

Hamilton  County — Cincinnati-Chillicothe  road,  0.94  mile, 
grading  and  paving  with  warrenite,  Warren  Bros.  Co.,  Boston, 
Mass.,  $13,100;  Cincinnati- West  Union  road,  1.11  mile,  re- 
inforced concrete,  H.  W.  Curry  &  Co.,  Eaton,  O.,  $14,350; 
Cincinnati- Louisville  road,  1.74  mile,  reshaping  old  road- 
way and  paving  with  bituminous  macadam,  same  bidder,  $11,- 
828.07;  Cincinnati-West  Union  road,  0.90  mile,  reshaping  old 
roadway  and  paving  with  bituminous  macadam,  same  bidder, 
15,200.25. 


Increased  Paving  in  Montreal,  Canada, 
During  the  Present  Year 

According  to  a  report  which  has  been  prepared  by  the 
Chief  Engineer's  Department  of  Montreal,  Canada,  the 
mileage  of  paved  streets  in  that  city  has  increased  from 
70  in  1911  to  approximately  200  at  present. 

About  20  per  cent,  of  the  present  mileage  was  laid  during 
the  current  year  and  the  favorable  weather  which  has  pre- 
vailed of  late  has  permitted  the  municipality  to  lay  about 
5,000  sq.  yds.  of  asphalt  daily. 

Up  to  the  time  the  report  was  issued,  a  total  of  880,000 
sq.  yds.,  or  about  40  miles  of  asphalt  pavement,  was  laid 
during  1915,  as  compared  with  575,000  sq.  yds.,  or  about 
36  miles  laid  during  the  previous  year. 


NEWS  NOTES 


The  Board  of  Freeholders  of  Snsaex  County,  IV.  J.,  has  decided 
to  inaugurate  the  patrol  system  of  road  maintenance  In  the 
spring. 


The   Board   of  Supervlnora    of   Stanislaus   Connty,    Cal.,   is    on 

record  as  being  in   favor  of  a  county   bond  issue  of  $1,500,000 
for  road  construction. 


The  County  Road  and  Bridee  Committee  of  Kane  Connty,  III,, 

will    recommend    that   a   bond    Issue    of   $1,000,000   for   roads   be 
voted  on  at  the  springs  election. 


The  Connty  Conimi««ioner<i  of  Butler  County,  Mo.,  are  con- 
sidering the  matter  ot  calling  an  election  on  a  proposition  to 
issue  road  bonds  to  the  amount  of  $275,000. 


The  Alabama  State  HlRhway  CommlsHlon  will  hold  a  semi- 
annual examination  of  candidates  for  the  position  of  county 
highway  engineer,  at  Montgomery,  Ala.,  December  13  and  14. 


A   Road   to  be  Dealarnated  the  Jelfemon   Davis   Hlgrhway  has 

been  proposed  by  the  United  Daughters  of  the  Confederacy. 
At  the  annual  meeting  of  that  organization  held  in  San  Fran- 
cisco some  time  ago,  a  resolution  was  adopted  providing  for  the 
establishment  of  the  road,  which,  according  to  present  plans, 
will  traverse  the  Southern  States.  At  the  same  time  a  special 
committee,  of  which  Mrs.  Walter  D.  Lamar  Is  chairman,  was 
appointed  to  carry  out  the  instructions  of  the  convention. 


December  11,  1915 


GOOD    ROADS 


319 


The  California  Highway  Commission  to  Build 
More  Concrete  Roads 

The  California  State  Highway  Commission  is  preparing 
to  receive  bids  for  the  construction  of  24.2  miles  of  con- 
crete pavement   on  portions   of  the   state   highway. 

The  work  will  be  done  in  Placer  and  Tehama  Counties. 
In  the  former,  the  roads  from  Roseville  to  Penryn,  7.5 
miles,  and  from  Penryn  to  Auburn,  6.5  miles,  will  be  paved, 
while,  in  the  latter,  the  work  covers  the  road  from  Corning 
to  Proberta,  10.2  miles. 

In  addition  to  the  road  work,  the  commission  will  receive 
bids  for  the  construction  of  a  bridge  across  Petaluma  Creek 
in  Sonoma  and  Marin  Counties.  The  specifications  call  for 
a  steel  bascule  span,  148  ft.  long,  and  two  80-ft.  concrete 
and  steel  approach  spans. 


The  State  of  Iowa  Allows  Road  Tax  Rebate 
for  Wide  Tires 

In  a  service  bulletin  recently  issued  by  the  State  Highway 
Commission  of  Iowa,  the  statement  was  made  that  the  use 
of  vehicles  having  tires  of  a  width  of  3  ins.  or  more  entitles 
the  user  to  a  rebate  of  25  per  cent,  of  his  highway  taxes. 

The  wide  tire  law  has  been  in  effect  in  Iowa  for  a  number 
or  years,  but  its  provisions  have  seldom  been  taken  ad- 
vantage of.  In  order  to  obtain  the  rebate,  the  user  of  the 
vehicle  must  make  affidavit  that  all  provisions  of  the  law 
have   been   complied   with. 

The  service  bulletin  states  that,  while  the  narrow  tire, 
especially  for  heavy  loads,  is  a  road  destroyer,  the  wide  tire 
may  properly  be  termed  a  road  maintenance  implement  and 
urges  its  use. 


Commissioners  of  Cook  County,  Illinois, 
Inspect  State  Aid  Roads 

The  first  atinual  inspection  of  state  aid  roads  in  Cook 
County,  111.,  was  made  recently  by  the  Board  of  County 
Commissioners  as  guests  of  the  Associated  Roads  Organi- 
zations of  Chicago  and  Cook  County. 

Typical  improved  highways,  as  well  as  some  of  the  un- 
improved roads  of  the  county,  were  included  in  the  100-mile 
itinerary  and  a  short  excursion  was  made  into  Du  Page 
County  for  the  purpose  of  inspecting  the  concrete  pavement 
on  the  Wheaton  road,  which  is  an  extension  of  12th  St., 
Cook   County. 

Those  who  made  the  inspection  were  received  by  com- 
mittees of  citizens  at  various  towns  along  the  route.  The 
Associated  Roads  Organizations  acted  as  host  at  a  luncheon 
which  was  served  at  Lyons,  111.,  a  reception  at  a  resort 
on  the  Milwaukee  Avenue  concrete  road,  and  at  a  dinner 
in  Chicago  following  the  trip. 


Allotment   of   Proposed   Loan   for  Paving  in 
Philadelphia,   Pennsylvania 

A  $90,000,000  loan  bill  will  be  submitted  to  a  vote  of  the 
people  in  Philadelphia,  Pa.,  at  a  special  election  to  be  held 
February  8.  If  the  project  is  approved,  which,  according  to 
reports,  appears  likely,  it  is  proposed  to  allot  $3,500,000  of 
the  amount  for  the  development  of  streets  and  roads  within 
the  city  limits. 

Of  this  sum,  the  preliminary  plans  call  for  the  expendi- 
ture of  $1,250,000  for  the  paving  and  repair  of  streets, 
$1,000,000  for  the  grading  of  streets,  $500,000  for  street  in- 
tersections and  $750,000  for  the  construction  and  improve- 
ment of  country  roads,  of  which  there  is  a  large  mileage 
within  the  city  limits. 

With  these  funds  available  and  combined  with  the  share 
of  the  cost  to  be  borne  by  property  owners  along  the  line 
of  the  proposed  improvements,  it  is  ?gtimated  by  city  offi- 


cials that  the  city  will  be  able  to  pave  or  repave  80  miles 
of  streets,  the  estimates  being  based  on  the  present  prices 
of  labor  and  materials. 

It  is  estimated  further  that  it  will  be  possible  to  grade  170 
miles  of  new  streets  and  that  65  miles  of  country  roads  can 
bt  improved  with  the  money  which  it  is  proposed  to  set 
aside  for  these  purposes. 

In  addition  to  the  $3,500,000  allotment  noted,  it  is  pro- 
posed to  expend  $500,000  for  work  on  the  League  Island 
Park  and  $1,000,000  for  the  completion  of  the  Northeast 
Boulevard. 


COMING  MEETINGS 


December  9-10 — Kansas  Good  Roads  Association — Fif- 
teenth Annual  Convention,  Kansas  City,  Kan.  Secretary, 
G.  J.  Hinshaw,  Kansas  City. 

December  13-15. — Association  of  American  Portland  Ce- 
ment Manufacturers. — Annual  meeting.  New  York  City,  N.  Y. 
Secretary,  Percy  H.  Wilson,  Bellevue  Court  Building,  Phila- 
delphia,  Pa. 

December  14-17 — Chamber  of  Commerce  of  Worcester, 
Mass. — Road  convention  and  exhibition.  .  Secretary,  Her- 
bert N.  Davison,  Chamber  of  Commerce,  Worcester,  Mass. 

January  17-19 — Montana  Institute  of  Municipal  Engineers 
— Annual  meeting,  Billings,  Mont.  Secretary  and  Treasurer, 
C.  C.  Widener,  Bozeman,  Mont. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 

February  28-March  3,  1916.— American  Road  Builders'  As- 
sociation.— Thirteenth  Annual  Convention;  Sixth  American 
Good  Roads  Congress  under  the  auspices  of  the  A.  R.  B.  A., 
and  Seventh  National  Exhibition  of  Machinery  and  Materials, 
Mechanical  Hall,  Pittsburgh,  Pa.  Secretary,  E.  L.  Powers, 
150  Nassau  St.,  New  York,  N.  Y. 


The  A.  R.  B.  A.  Exhibition 

According  to  officials  of  the  American  Road  Builders'  As- 
sociation, the  Seventh  National  Exhibition  of  Machinery  and 
Materials,  to  be  held  under  the  auspices  of  the  association 
in  connection  with  its  thirteenth  annual  convention  at 
Pittsburgh,  Pa.,  from  February  28  to  March  3,  bids  fair  to 
tax  the  facilities  of  Mechanical  Hall,  where  the  exhibition 
will  be  held. 

Although  the  diagram  showing  the  arrangement  of  space 
and  the  application  blanks  have  not  yet  been  distributed, 
inquiries  already  received  by  the  management  indicate  un- 
usual interest  on  the  part  of  manufacturers. 

Reports  from  Pittsburgh  state  that  the  work  of  putting 
Mechanics  Hall  in  shape  for  the  exhibition  is  progressing 
favorably  and  that  the  improvements  and  alterations  will 
be  completed  in  ample  time  to  accommodate  intending  ex- 
hibitors. 


MEETING 


State  Highway  Officials'  Association 

The  annual  meeting  of  the  American  Association  of  State 
Highway  Officials  was  held  at  the  Hotel  LaSalle,  Chicago, 
III.,  December  7  and  8. 

The  annual  dinner  took  place  on  Tuesday  night,  but  the 
other  sessions  were  of  an  executive  nature.  The  matters 
scheduled  for  discussion  included  road  construction  and 
maintenance,  uniform  road  laws  and  government  aid  in  road 
building.  Under  the  latter  head  a  proposed  federal  aid  road 
bill   was    discussed. 


S20 


GOOD    ROADS 


December  11,  1915 


Daring  the  meeting  a  committee  was  appointed  for  the 
purpose  of  preparing  resolutions  bearing  upon  the  holding 
oi  national  road  congresses.  The  resolutions  prepared  by 
the  committee  and  adopted  by  the  meeting  were  to  the  effect 
that  it  was  the  sense  of  the  association  that  the  American 
Road  Builders*  Association  and  the  American  Highway  As- 
sociation should  amalgamate  or  should  arrange  to  hold  joint 
•annal  road  congresses.  The  resolutions  also  stated  that 
the  asMdation  opposed  the  holding  of  any  national  road 
congress  prior  to  Dec.  1,  1916. 

Following  the  presentation  of  papers  and  discussion  of 
scTeral  important  matters,  officers  were  elected  for  the  en- 
suing year.    The  election  resulted  as  follows: 

President.  Henry  G.  Shirley,  Baltimore,  Md.;  Vice  Pres- 
ic«ent.  Austin  B.  Fletcher,  Sacramento,  Cal.;  Secretary,  Jo- 
seph Hyde  Pratt,  Chapel  Hill,  N.  C;  Treasurer,  F.  F.  Rogers, 
Lansing,  Mich. 

The  standing  committees  are  constituted  as  follows: 
Executive  Committee,  George  P.  Coleman,  Virginia,  Chair- 
man; Col.  William  D.  Sohier,  Massachusetts;  Thomas  H. 
llacDonald.  Iowa;  E.  A.  Stevens,  New  Jersey;  Lamar  Cobb, 
Arizona.  Finance  Committee,  S.  E.  Bradt,  Illinois,  Chair- 
man; \V.  S.  Keller,  Alabama;  Paul  D.  Sargent,  Maine;  W.  S. 
Gcarhart,  Kansas. 


PERSONAL   NOTES 


F.  F.  Flynt  has  resigned  as  City  Engineer  of  Maryville,  Mo. 
Thomas  E.  Donnelly  has  been  appointed  Commissioner  of 
Public  Works  of  Cincinnati,  O. 

C  R.  Sumner,  Los  Angeles,  Cal.,  has  been  appointed 
City   Engineer  of   Hermosa   Beach,   Cal. 

J.  B.  Wilson  died  recently  at  Montour,  Idaho.  He  was  at 
one  time  City  Engineer  of  Walla  Walla,  Wash. 

Robert  M.  Mofton  has  been  appointed  Engineer  of  the 
Sacramento  County,  CaL,  Highway  Commission. 

L.  A.  Canfield  has  been  appointed  City  Engineer  of  Mount 
Vernon,  Wash.  He  was  formerly  Deputy  County  Engineer 
of  Skagit  County,  Wash. 

U.  S.  Wright  has  been  appointed  City  Engineer  of  Mary- 
ville, Mo.,  to  succeed  F.  F.  Flynt,  whose  resignation  is  noted 
elsewhere  in  this  column. 

Dr.  F.  E.  Giesecke,  M.  Am.  Soc.  C.  E.,  has  been  placed 
at  the  head  of  the  Division  of  Engineering,  which  has  been 
established  at  the  University  of  Texas. 

L.  S.  Moisseiff,  M.  Am  Soc.  C.  E.,  who  has  been-  Chief 
of  the  Division  of  Design,  Department  of  Bridges,  New 
York  City,  has  gone  into  private  practice  with  offices  at 
69  Wall  Street,  New  York  City. 

W.  T.  Wooley,  City  Engineer  of  Syracuse,  N.  Y.,  has  been 
appointed  City  Engineer  of  Schenectady,  N.  Y.,  an  office 
which  he  held  before  going  to  Syracuse.  The  appointment 
becomes  effective  January  1. 

F.  M.  Arnolt,  who  has  been  Professor  of  Engineering  at 
New  York  University,  New  York  City,  has  assumed  charge 
of  the  engineering  practice  of  Henry  P.  Morrison,  M.  Am. 
Soc.  C.  E.,  whose  recent  appointment  as  Commissioner  of 
Public  Works  of  the  Borough  of  Richmond,  New  York 
City,  has  made  necessary  his  withdrawal  from  private 
engineering  work.  Mr.  Morrison's  office  at  21  Park  Row, 
New  York  City,  is  continued  under  the  direction  of  Mr! 
A  molt. 


Messrs.  Bensel,  Lucas  and  Parker  Form  Engineering 
Association 

Harold  Parker,  M.  Am.  Soc.  C.  E.;  John  A.  Bensel,  M. 
Am.  Soc.  C.  E.,  and  Col.  E.  W.  Van  C.  Lucas,  M.  Am.  Soc. 
C.  E.,  have  associated  to  undertake  engineering  work  con- 
jointly or  independently  as  conditions  may  warrant.  They 
have  established  headquarters  at  111  Broadway,  New  York 
City. 

The  association  is  not  considered  by  those  interested  to 
constitute  a  copartnership,  but  more  of  a  combination  of  en- 
gineering experience  which  will  operate  on  broad  lines,  un- 
dertaking enterprises  connected  with  engineering  design  or 
financial  organization,  in  which  each  member  will  be  free  to 
continue  his  present  business  and  professional  connections 
and  to  form  such  others  as  he  may  deem  expedient. 

Mr.  Parker,  in  addition  to  being  a  member  of  the  Amer- 
ican Society  of  Civil  Engineers,  is  a  member  of  the  Boston, 
Mass.,  society  and  was  formerly  Chairman  of  the  Massachu- 
setts Highway  Commission.  He  is  President  of  the  Parker- 
Hassam  Paving  Co.,  of  New  York,  and  Vice  President  of 
the  Hassam  Paving  Co.,  of  Worcester,  Mass. 

Mr.  Bensel  is  a  past  President  of  the  American  Society  of 
Civil  Engineers  and  a  member  of  the  Institution  of  Civil 
Engineers  of  Great  Britain.  He  has  held  public  office  suc- 
cessively as  Chief  Engineer  and  later  as  Commissioner  of 
the  Department  of  Docks  and  Ferries  of  New  York  City, 
President  of  the  Board  of  Water  Supply  of  New  York  City 
and  Engineer  of  the  State  of  New  York. 

Col.  Lucas  graduated  from  the  United  States  Military 
Academy  in  1887  and  resigned  from  the  United  States  Corps 
of  Engineers  with  the  rank  of  major,  in  1906.  He  was  Con- 
sulting Engineer  to  the  New  York  State  Canal  Board  dur- 
ing 1913  and  I9I4  and  is  at  present  Chief  Engineer  of  the 
National  Guard  of  New  York  and  commanding  officer  of  the 
22nd  Regiment,  Corps  of  Engineers,  N.  G.  N.  Y. 


NEWS   NOTES 


Plans  Have  Been  Prepured  for  Road  Work  In  Arkansas 
Counties  as  follows:  Carroll,  22  miles  of  gravel  road,  $90,000; 
Union,  57  miles  of  macadam  road,  $350,000;  White,  15  miles  of 
grading,  $8,000. 


MeDonouKh  County,  III.,  will  expend  $12,000  for  road  im- 
provement and  about  $50,000  for  concrete  bridges  and  culverts 
during  1916.  This  is  the  first  time  the  county,  as  a  unit,  has 
engaged  in  road  work,  the  matter  having  been  attended  to 
heretofore  by  the  various  townships. 


Plans  for  Rebuilding:  the  Roalevard  Back  of  the  Galveston 
Sea  Wall  have  been  adopted  by  the  authorities  of  Galveston 
County,  Texas.  The  boulevard  built  after  the  storm  of  1909 
consisted  of  a  6-in.  concrete  sidewalk,  16  ft.  wide,  immediately 
back  of  the  wall,  and  a  54-ft.  cement  grouted  brick  pavement 
laid  on  sand.  During  the  storm  of  last  August  water  blown 
across  the  top  of  the  pavement  washed  out  the  stand  back  of 
it,  undermining  and  destroying  over  a  mile  of  the  pavement 
and  sidewalk.  According  to  the  plans  adopted,  the  16-ft.  side- 
walk will  be  rebuilt  practically  as  it  formerly  existed  except 
that  it  will  rise  back  from  the  sea  wall  on  a  2  per  cent,  grade 
instead  of  a  1  per  cent,  grade  as  formerly.  The  pavement  will 
be  widened  to  84  ft.,  thus,  with  the  sidewalk,  occupying  the 
entire  100-ft.  right  of  way  owned  by  the  county.  The  pave- 
ment will  also  rise  on  a  2  per  cent,  grade  and  will  consist  of 
vltrined  brick,  grouted  with  cement  and  laid  on  sand.  At  the 
Inner  edge  of  the  pavement  there  will  be  constructed  a  con- 
crete bulkhead  14  ft.  deep  and  6  ins.  thick,  surmounted  by  a 
concrete  cap  30  ins.  wide,  12  ins.  deep  at  the  sides  and  15  ins. 
deep  at  the  center.  At  intervals  of  10  ft.  tie  rods  will  be  run 
back  to  a  reinforced  concrete  deadrtan,  burled  under  the  pave- 
ment about  20  ft.  back  of  the  bulkhead  and  about  12  ft.  be- 
low the  pavement  surface.  It  is  expected  that  this  plan  will 
prevent  further  undermining,  as  the  sand  underneath  the  pave- 
ment will  be  protected  by  the  sea.  wall  at  one  side  and  by 
the  bulkhead  at  the  other. 


^%( 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old  Series,  Vol.  XLVIII. 
New  Series,  Vol.  X. 


NEW  YORK,  DECEMBER  18,  1915 


Number 

25 


Founded  January,  1892. 

published  weekly  by 
The  E.L.  Powers  Company 


E.  L.  Powers,  Pres.  and  Treas. 


H.  L.  PoweU,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address :   Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  ayear  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico ;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  ofl&ce. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal," "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  1915  by  the  E.  L.  Powers  Co. 
Entered  in  New  York  Post  Office  as  Second  Clasi  Matter 


Toledo,  Ohio,  to  Award  Contracts  for  Twelve 
Paving  Jobs 

Contracts  for  12  paving  jobs  will  be  awarded  in  Toledo, 
O.,  on  Monday.  It  is  estimated  that  the  improvements  will 
cost  approximately  $256,938. 

The  various  streets  on  which  the  improvements  have  been 
authorized,  together  with  the  estimated  cost  of  the  work 
on   each,  are  as  follows: 

Locust  St.,  $17,887.80;  Michigan  St.,  $8,886;  Wyandotte 
St.,  $4,619.70;  Yates  St.,  $12,427.05;  Yondota  St.,  $18,200.20; 
V/illard  St.,  $11,550.70;  Varland  Ave.,  $25,333.80;  Horace 
St.,  $7,661.30;  Kenyon  Drive,  $5,385.45;  .\dams  St.,  $70,000; 
East    Broadway,   $30,000;    Oak    St.,   $45,000. 


Road  Schools  to  be  Held  During  the  Present 
Winter 

As  was  the  case  this  year,  road  schools  will  be  held  in 
several  of  the  states  during  1916,  most  of  them  within  the 
next  two  or  three  months.  Some  of  those  which  will  be 
held  in  the  near  future  are  noted  in  the  following  para- 
graphs: 

A  road  school  is  to  be  held  under  the  auspices  of  the 
School  of  Civil  Engineering  of  Purdue  University,  Lafay- 
ette, Ind.,  on  January  24,  25  and  26.  The  road  school  was 
held  this  year  during  the  week  of  January  11  and  was  at- 
tended by  about  75  road  officials.  The  work  was  conducted 
by  the  faculty  of  the  School  of  Civil  Engineering,  assisted 
by  several  well-known  highway  engineers. 

The  University  of  North  Carolina  will  hold  a  good  roads 


institute  some  time  in  February,  the  date  having  not  yet 
been  definitely  fixed.  This  year  the  institute  was  held  on 
Feb.  23  to  26,  and  included  inspection  trips  and  the  discus- 
sions of  various  topics  relating  to  road  work. 

The  Wisconsin  Highway  Commission  will  hold  a  road 
school  Jan.  31  to  Feb.  5,  inclusive,  at  the  Capitol  Building  at 
Madison.  The  program  has  not  yet  been  announced.  The 
coming  road  school  will  be  the  fifth  annual  meeting  of  the 
kind  held  by  the  Wisconsin  Highway  Commission.  The 
fourth  annual  road  school  was  held  at  Madison  Feb.  1  to  S, 
1915,  with  an  attendance  of  over  300.  The  work  last  year 
included  addresses,  papers  and  discussions. 

A  "Good  Roads  Week"  will  be  held  at  Cornell  University, 
Ithaca,  N.  Y.,  beginning  Monday,  Feb.  14.  Although  desig- 
nated as  "Good  Roads  Week"  this  is,  in  effect,  a  road  school. 
The  program  this  year  included  a  series  of  lectures  on  high- 
v/ay  work,  demonstrations  of  testing  apparatus  and  discus- 
sions on  various  phases  of  road  work.  The  program  is  now 
i.n  preparation. 

At  the  University  of  Tennessee,  at  Knoxville,  arrange- 
ments are  being  made  for  holding  a  short  course  in  highway 
engineering  early  in  the  year.  The  exact  date  has  not  yet 
been  determined  upon.  In  1915  the  school  was  held  on  Feb. 
23,  24,  25  and  26. 

A  short  course  in  highway  engineering  will  be  held  at 
the  University  of  Illinois,  Jan.  10-21.  The  course  will  in-> 
elude  addresses,  discussions  and  demonstrations,  and  will 
be  open  to  anyone  and  there  will  be  no  charges.  It  is 
stated  that  the  Illinois  State  Highway  Commission  will  co- 
operate with  the  university  authorities  and  that  addresses 
will  be  made  by  the  state  highway  officials  of  Wisconsin, 
Iowa  and  Kansas  and  by  various  prominent  highway  en- 
gineers, as  well  as  by  members  of  the  staff  of  the  Depart- 
ment of  Civil  Engineering  and  other  members  of  the  uni- 
versity faculty. 

A  post-graduate  highway  course  will  be  given  at  the  Iowa 
State  College,  Ames,  la.,  from  Jan.  3  to  Feb.  26,  as  was 
noted  in  "Good  Roads''  for  Nov.  13.  This  course  is  intend- 
ed for  graduate  engineers  who  wish  to  specialize  in  some 
line  of  highway  work  and  for  others  who  while  not  gradu- 
ates have  had  extensive  experience  along  engineering  lines 
and  who  wish  to  take  the  course.  The  work  will  consist 
of  lectures,  reference  work  and  laboratory  practice.  A  similar 
course  was  given  at  the  college  in  1915,  beginning  on  Jan.  4. 

The  University  of  Michigan,  Ann  Arbor,  Mich.,  will  give 
a  short  course  in  highway  engineering,  Feb.  21-25,  1916. 
The  program  is  not  yet  completed,  but  it  is  stated  it  will  be 
ready  in  a  few  weeks.  A  similar  course  was  given  this  year 
during  the  week  commencing  Feb.   15.- 

Students  of  road  building  will  attend  a  course  of  lectures 
at  the  Pennsylvania  State  College,  State  College,  Pa.,  from 
Dec.  27  to  Dec.  31.  The  course  will  consist  of  lectures  and 
the  discussion  of  topics. 

.A.S  noted  in  the  last  issue  of  "Good  Roads,"  the.  third 
annual  session  of  the  School  of  Good  Roads  at  the  Univer- 
sity of  West  Virginia,  will  be  held  in  the  Mechanical  Halt 
o."^  the  University,  Morgantown,  W.  Va.,  Jan.  11-21. 


GOOD    ROADS 


December  18,  1915 


Snow  Removal  in  New  York  City  * 

Bj  J.  T.  Fetkerdon.t 

Th«  cIcAring  of  MOW  from  city  streets  is  strictly  an  emer- 
(ency  undertaking  which  involves  the  removal  of  an  inde- 
icnninatc  amount  of  material  under  varying  climatic  condi- 
ti(MU  and  at  unforeseen  periods  of  time.  Attendant  weather 
coMditioas  are  frequently  the  determining  factors  in  the  suc- 
cess or  fcuturc  of  snow  removal  plans. 

Hie  public  demand  for  clear  traffic  thoroughfares  and 
sanitary  streets  in  snow  time  becomes  more  insistent  every 
year.  This  is  particularly  true  in  New  York  City,  where  the 
•epply  of  food,  fuel  and  other  necessities  of  life  leaves  but 
a  snull  factor  of  safety  between  a  normal  and  a  nearly 
calamitous  situation. 

Up  to  1915,  New  York  depended  upon  trucks  alone  to  haul 
SHOW  from  streets  to  nearby  waterfront  dumps  or  to  a  few 
trunk  sewers  for  disposal.  As  a  rule,  the  work  started  after 
the  storm  was  over  and  traffic  retarded  or  completely 
blocked.  No  other  system  was  considered  possible  and  the 
rate  of  removal  thus  depended  upon  the  supply  of  vehicles 
arailable  for  the  work. 

Daring  the  snow  removal  in  1914,  the  greatest  number  of 
rehicles  which  could  be  procured  was  3,000  and  the  maxi- 
mum rate  of  removal  was  about  150,000  cu.  yds.  of  snow  per 
day.  The  areas  scheduled  for  clearing  aggregated  20,000,- 
000  sq.  yds.  of  street  surface  and  with  38  ins.  of  snow  on 
the  ground,  the  total  amount  of  original  material  to  be 
moved  was  over  20,000,000  cu.  yds.  In  44  days  during  which 
the  work  was  in  progress,  the  original  snowfall  shrunk  to 
aboat  5.000,000  cu.  yds.,  which  was  actually  removed  as 
measured  in  vehicles.  The  rate  of  removal  during  this  period 
was  about  double  that  of  the  best  previous  season's  record. 

Thus,  the  paper  states,  while  the  weather  conditions  and 
snowfall  were  abnormal  in  1914,  more  work  was  performed 
lA  less  time  than  in  previous  years  and  at  less  cost  per  cu. 
yd.  than  in  any  year  since  1908. 

When  it  became  evident  in  February  and  March,  1914,  that 
removal  of  snow  by  trucks  alone  was  both  slow  and  costly, 
arrangements  were  made  with  the  engineers-in-charge  for 
tests  of  different  sized  sewers.  For  these  tests  drag  scrap- 
ers drawn  by  horses  and  pan  scrapers  pushed  by  street 
cleaners  were  used  to  transport  snow  to  sewer .  manholes. 
About  800,000  cu.  yds.  of  snow  were  disposed  of  in  this  way 
at  a  cost  of  approximately  15  cts.  per  cu.  yd.  It  had  been  a 
matter  of  common  knowledge  among  street  cleaning  em- 
ployees that  sewers  with  a  good  flow  of  sewage  would  dis- 
pose of  snow,  but  the  presence  of  dirt  and  rubbish  in  the 
material  naturally  caused  objections  to  this  method  and 
tlie  officials  responsible  for  the  maintenance  of  the  sewer- 
age system  were  unwilling  to  permit  the  use  of  the  sewers  on 
this  account 

Logically,  newly  fallen  snow  was  clean  and  thus  the  idea  of 
"snow  fighting"  was  evolved:  that  is,  starting  the  work  of 
remoral  while  the  snow  was  falling  and  pushing  it  into 
stwer  manholes,  keeping  pace  with  the  storm  if  possible. 

Acting  under  the  direction  of  Charles  E.  Gregory,  En- 
gineer in  Charge  of  Sewers,  Manhattan,  William  Goldsmith, 
then  Inspector  of  Public  Works,  conducted  a  series  of  ex- 
periments on  the  use  of  sewers  for  snow  disposal  in  1914 
and  concluded  that: 

"1.  Under  ordinary  conditions  snow  will  melt  in  a  sewer 
within  300  ft.  from  the  point  where  it  is  dumped. 

"2.  The  theoretical  number  of  B.T.U.  necessary  to  melt 
snow  checks  the  actual  tests  in  sewers. 


"3.  Two  cu.  yds.  per  minute  was  found  to  be  the  maxi- 
mum rate  at  which  it  is  possible  to  shovel  snow  into  a  24-in. 
diameter  sewer  manhole. 

"4.  There  is  much  more  heat  in  sewage  than  is  neces- 
sary to  melt  within  300  ft.  all  the  snow  that  can  possibly 
be  dumped  into  manholes. 

"5.     Syphon  sewers  carry  snow  away  as  well  as  others. 

"6.  Many  sewers  exist  in  Manhattan  Borough  which  have 
never  been  used  for  snow  disposal  but  which  are  as  able  to 
carry  snow  away  as  those  that  have." 

Based  upon  the  available  data  concerning  snowfalls,  it 
was  planned  to  utilize  all  sewers  having  a  sufficient  flow  of 
v.ater  to  transport  snow  and  with  regular  department  sweep- 
ers acting  as  squad  foremen,  to  assign  emergency  laborers 
in  sufficient  number  to  place  in  manholes  snow  falling  at 
the  rate  of  one-half  inch  per  hour.  The  number  of  emer- 
gency men  required  for  this  purpose  approximated  12,500 
for  each  shift  of  eight  hours. 

In  addition  to  pushing  snow  into  sewer  manholes  on 
scheduled  streets  where  sewers  were  available  for  snow 
disposal,  the  snow-fighting  force  was  organized  to  remove 
snow  itom  intersections  of  non-scheduled  streets,  placing  it 
in  sewers  where  such  could  be  used,  or  otherwise  piling  it. 

The  depth  of  sewage  and  quantity  of  sediment  in  50,000 
sewer  manholes  and  the  velocity  of  sewage  in  1,098  miles  of 
sewers  in  the  Boroughs  of  Manhattan,  the  Bronx  and  Brook- 
lyn were  determined  and  the  information  plotted  on  maps. 

For  a  snowstorm  starting  during  .the  day,  the  street  clean- 
ing force  was  available  and  emergency  laborers  who  had 
previously  been  provided  with  notification  cards  had  instruc- 
tions to  report  without  special  notice.  If,  however,  a  storm 
started  during  the  night,  it  was  necessary  to  call  all  men. 
To  this  end  the  police  cooperated  with  the  Street  Clean- 
ing Department  and,  when  notice  was  given  by  the  depart- 
ment to  Police  Headquarters,  all  patrolmen  on  post  were 
reached  by  telephone  or  otherwise  as  soon  as  possible  and 
instructed  to  call  out  the  regular  employees  of  the  depart- 
ment as  well  as  the  emergency  men. 

The  principal  tool  used  in  snow  fighting  was  the  sweeper's 
pan  scraper,  supplemented  by  road  scrapers,  scoops,  plows, 
picks,  etc.,  all  of  which  are  a  part  of  the  standard  equipment 
of  the  department. 

The  cost  of  emergency  labor  was  directly  charged  against 
special  revenue  bonds  and  alternative  rates  of  compensation 
were  allowed.  First,  30  cts.  an  hour  for  regular  work;  sec- 
ond, 40  cts.  an  hour  if  set  tasks  were  accomplished  within 
the  time  limits  specified.  This  enabled  the  department  to 
offer  $2.40  or  $3.20  per  eight-hour  shift,  depending  upon  the 
ability  of  the  men  to  accomplish  the  work  assigned,  thus 
providing  the  needed  incentive  for  men  to  work  while  a 
storm  was  in  progress. 


•AMnct  of  •  p^pM-  prMOTtrd  before  the  Municipal  Engineers  of  the 
P^y  "*■  r.*^.!.""'.-  ■  Tt«  p«p«T.   which    wu    printed    In    the    November 
"""  •»  «■•     M»»I«»P»I  BBSlBeen'  Journal,"  wa»  accompanied  bv  sta- 
•rnaind    ta   utal*r    form,    some    of    which    were    publlahed    Iff 
IOC  Jane  19. 


tCaamlolaixr  o«  Hirmr^  Cleaning,   New   York   City. 


State  Highway  Commission  of  Maine   Plans 
Work  for  Next  Year. 

The  Maine  State  Highway  Commission  will  have  ap- 
proximately $500,000  available  for  state  road  construction 
during  the  coming  year.  It  is  expected  that  between  75  and 
100  miles  of  state  highway  will  be  constructed  with  these 
funds. 

According  to  present  plans  most  of  this  will  be  gravel 
surface,  but  it  is  believed  that  some  sections  will  be  of  con- 
crete and  others  of  bituminous  macadam. 

About  $650,000  will  be  available  for  state  aid  construction, 
and  it  is  planned  to  build  between  135  and  140  miles  of 
road.  The  funds  will  be  divided  among  about  500  sep- 
arate contracts,  the  amounts  available  for  individual  jobs 
ranging  from  $800  to  $20,000. 


December  18,  1915 


GOOD    ROADS 


323 


Coming  Meetings 


December  29,  1915. — American  Association  for  the  Ad- 
vancement of  Science,  Section  D  (Engineering). — Annual 
Meeting,  Brown  Hall,  Ohio  State  University,  Columbus, 
Ohio.  Sectional  Secretary,  Section  D,  Arthur  H.  Blanchard, 
Columbia  University,   New  York,   N.  Y. 

January  17-19,  1916. — Montana  Institute  of  Municipal  En- 
gineers— Annual  meeting,  Billings,  Mont.  Secretary  and 
Treasurer,  C.  C.  Widener,  Bozenian,  Mont. 

January  18-19,  1916. — Virginia  Road  Builders'  Association. 
— Fifth  Annual  Meeting,  Murphy's  Hotel,  Richmond,  Va. 
Secretary  and  Treasurer,  S.  L.  von  Gemmingen,  Assistant 
Engineer,  Virginia  State  Highway  Commission,  Lynchburg, 
Va. 

January  21,  1916. — American  Society  of  Civil  Engineers. — 

Special  meeting  for  discussion  of  semi-final  report  of  the 
Special  Committee  on  Materials  for  Road  Construction,  So- 
ciety House,  New  York,  N.  Y.  Secretary,  Charles  Warren 
Hunt,  Society  House,  220  West  S7th  St.,  New  York,  N.  Y. 

January  26-28,  1916. — Illinois  Society  of  Engineers  and 
Surveyors. — Annual  meeting.  University  of  Illinois,  Urbana, 
111.     Secretary,  E.  E.  R.  Tratman,  Wheaton,  111. 

February  14-17,  1916. — American  Concrete  Institute. — An- 
nual convention,  Chicago,  111.  Secretary,  John  M.  Goodell, 
1418  Walnut  St.,  Philadelphia,  Pa. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 

February  28-March  3,  1916. — American  Road  Builders'  As- 
sociation.— Thirteenth  Annual  Convention;  Sixth  American 
Good  Roads  Congress  under  the  auspices  of  the  A.  R.  B.  A., 
and  Seventh  National  Exhibition  of  Machinery  and  Materials 
Mechanical  Hall,  Pittsburgh,  Pa.  Secretary,  E.  L.  Powers, 
150  Nassau  St.,  New  York,  N.  Y. 

March  6-10,  1916. — Dominion  Good  Roads  Association. — 
Third  Canadian  and  International  Good  Roads  Congress, 
Sohmer  Park,  Montreal,  P.  Q.  Secretary-Treasurer,  Geo.  A. 
McNamee,  909   New   Birks   Bldg.,   Montreal,   P.   Q.,   Canada. 


American  Society  of  Civil  Engineers 

At  the  special  meeting  of  the  American  Society  of  Civil 
Engineers,  noted  above,  the  business  will  be  limited  to  a 
discussion  of  the  semi-final  report  of  the  Special  Committee 
on  Materials  for  Road  Construction.  This  meeting  follows 
the  annual  meeting  of  the  society,  which  will  be  held  on 
Jan.   19  and  20. 

In  January  of  this  year  a  progress  report  was  presented 
by  the  committee  and  was  discussed  at  two  meetings  held  on 
tlie   22nd.     The   committee   was   appointed   in    1909. 


Montana  Institute  of  Municipal  Engineers 

The  fourth  annual  meeting  of  the  Montana  Institute  of 
Municipal  Engineers,  as  noted  above,  will  be  held  at  Billings, 
Mont.,  January  17,   18  and   19. 

Among  the  papers  to  be  read  is  one  on  "Street  Paving" 
by  W.  B.  Vestal,  Jr.,  folloued  by  a  discussion  by  John  N. 
Edy  and  C.  W.  Helmick.  Prof  Leon  D.  Conkling,  of  the 
Montana  State  Highway  Commission,  will  address  the  meet- 
ing on   the  subject  of  "State  Highways." 

Those  attending  the  meeting  will  be  entertained  at  lunch- 
eon by  the  Billings  Chamber  of  Commerce  on  January  18 
and  there  will  be  a  banquet  at  the  Northern  Hotel  on  Janu- 
ary  19,   following   adjournment. 


Canadian  and  International  Good  Roads  Congress 

The  Third  Canadian  and  International  Good  Roads  Con- 
gress will  be  held  at  Montreal,  P.  Q.,  March  6-10,  1916, 
under  the  auspices  of  the  Dominion  Good  Roads  Associa- 
tion and  with  the  cooperation  of  provincial  road  associa- 
tions and  governments  and  various  automobile  organiza- 
tions of  the  Dominion.  The  meetings  will  be  held  at  Sohmer 
Park,  one  of  the  largest  buildings  in  city.  The  ground 
floor  will  be  devoted  to  the  exhibition  to  be  held  in  con- 
nection with  the  congress,  while  the  meetings  will  be  held 
on  a  floor  above.  The  building  is  situated  near  the  Place 
Viger  Station  and  Hotel  and  is  easily  reached  from  all  parts 
of  the  city  by  street  cars. 

It  was  decided  to  hold  the  congress  in  war  time,  it  is 
stated,  for  two  reasons.  The  first  is  that  the  provincial 
governments  are  continuing  their  good  roads  policies  and 
that,  therefore,  the  interchange  of  ideas  in  road  making 
should  not  be  interrupted,  while  the  second  is  "expressed  in 
the  slogan  of  the  association,  'Good  Roads  are  a  national 
asset  and  form  part  of  the  defense  works  of  a  nation.'  "  As 
indicated  by  its  name,  the  congress  will  be  the  third  held 
under  the  same  auspices.  While  the  program  has  not  yet 
been  made  up,  it  is  stated  that  most  of  the  papers  will  be  of 
a  technical  nature,  dealing  with  finance,  legislation,  traffic, 
construction,  maintenance  and  similar  topics,  in  addition  to 
which  there  will  be  addresses  on  subjects  closely  allied  with 
the  good  roads  movement,  by  prominent  citizens  of  Canada 
and  other  countries. 

The  executive  committee  of  the  congress  is  composed  of 
the  following:  President,  B.  Michaud,  Deputy  Minister  of 
Roads,  Province  of  Quebec,  Quebec;  Vice  President,  O.  Hez- 
zelwood.  President,  Canadian  Automobile  Federation,  Toron- 
to, Ont.;  Secretary-Treasurer,  Geo.  A.  McNamee,  Secre- 
tary-Treasurer, Dominion  Good  Roads  Association,  Montreal, 
P.  Q.;  H.  U.  Dandurand,  Past  President,  Dominion  Good 
Roads  Association,  Montreal,  P.  Q.;  W.  A.  McLean,  Past 
President,  Dominion  Good  Roads  Association,  and  Com- 
missioner and  Chief  Engineer  of  Highways,  Province  of 
Ontario,  Toronto;  Howard  W.  Pillow,  President,  Automo- 
bile Club  of  Canada,  Montreal,  P.  Q.;  J.  Duchastel,  Engineer, 
Outremont,  P.  Q.;  J.  A.  Sanderson,  Honorary  President,  On- 
tario Good  Roads  Association,  Oxford  Station,  Ont. 


Clarence  D.  Pollock  has  been  appointed  a  delegate  to  the 
Second  Pan-American  Scientific  Congress  by  the  Brooklyn, 
N.  Y.,  Engineers'  Club.  Mr.  Pollock  is  Consulting  Engineer 
to   the   Granite   Paving  Block   Manufacturers'  Association. 

William  V.  Kerns,  formerly  Engineer  on  paving  work  for 
the  City  of  Moline,  111.,  has  been  appointed  to  the  force  of 
the  Chief  Engineer  of  the  Chicago  &  Eastern  Illinois  Rail- 
road. 

George  E.  Datesman  has  been  appointed  Commissioner 
or  the  Department  of  Public  Works,  Philadelphia,  Pa.,  to 
succeed  Morris  L.  Cooke.  He  has  been  Principal  Assistant 
Engineer  in  the  Bureau  of  Surveys. 

Henry  L.  Latimer,  who  was  Commissioner  of  Public 
Works  in  Atlanta,  Ga.,  for  a  number  of  years,  has  entered 
private  practice,  with  offices  in  the  Candler  Building,  At- 
lanta. He  will  specialize  on  paving  construction  among 
other  branches  of  engineering  work. 

Oliver  S.  Kelsey,  Lock  Haven,  Pa.,  has  been  appointed  a 
member  of  the  Pennsylvania  State  Water  Supply  Commis- 
sion to  succeed  B.  F.  Focht,  who  has  been  elected  to  Con- 
gress. The  commission  has  authority  to  pass  upon  all  ap- 
plications for  the  construction  of  bridges  in  the  state. 


324 


GOOD    ROADS 


December  18,  1915 


Meetings 


The  Worcester  Road  Congress 

l.>»ini;  to  ihc  severe  snowstorm  which  interfered  with  rail- 
road iraflic.  many  delegates  and  visitors  were  badly  delayed 
ia  reaching  the  road  congress  which  was  held  at  Worcester, 
Mass^  on  Tuesday,  Wednesday,  Thursday  and  Kriday  of  this 
week.  On  this  account,-  several  changes  were  made  in  the 
official  program. 

J.  Lewis  Ellsworth,  President  of  the  Worcester  Chamber 
of  Commerce,  opened  the  congress  and  welcomed  the  dele- 
gates to  the  city.  He  was  followed  by  Lieut.  Governor  Graf- 
toh  D.  Cushing  of  Massachusetts,  who  greeted  the  visitors 
oo  behalf  of  the  state.  Governor  Charles  W.  Gates  of  Ver- 
mont responded.  Thomas  Cote,  Commissioner  of  Public 
Works,  Montreal,  P.  Q.,  read  a  paper  entitled  "Precautions 
.\dopted  by  Dominion  Cities  Against  Extreme  Climatic 
Changes  in  Building  and  Maintaining  Streets." 

After  adjournment  Tuesday  afternoon,  a  concert  was  given 
in  the  auditorium  near  the  hotel,  where  the  exhibits  of 
machinery  and  materials  were  housed.  In  the  evening  there 
was  an  entertainment  at  the  Hotel  Bancroft. 

The  sessions  on  Wednesday  were  under  the  auspices  of 
the  Massachusetts  Highway  Association  and  Harold  Parker, 
former  Chairman  of  the  Massachusetts  Slate  Highway  Com- 
mission, was  the  presiding  officer.  Following  Mr.  Parker's 
opening  remarks,  William  E.  McClintock,  of  Chelsea,  Mass., 
former  Chairman  of  the  Massachusetts  Highway  Commis- 
sion, spoke  on  "The  History  of  Highway  Development  in 
Massachusetts."  Logan  Waller  Page,  Director  of  Public 
Roads.  Department  of  .\griculture,  read  a  paper  on  "What 
the  United  States  Is  Doing  for  the  Good  Roads  Movement," 
and  Leroy  M.  Law,  Chemist  of  the  United  States  Asphalt 
Refining  Co.,  spoke  on  "The  Merits  of  Refined  Asphalt 
Roads." 

The  delegates  were  entertained  at  luncheon  in  the  hotel 
by  the  Massachusetts  Highway  Association. 

.■\t  the  afternoon  session,  Herbert  N.  Davison,  Secretary 
of  the  Worcester  Chamber  of  Commerce,  read  a  paper  by 
George  W.  Tillson,  Consulting  Engineer  to  the  President  of 
the  Borough  of  Brooklyn,  New  York  City,  entitled  "City 
Pavements."  W.-  A.  McLean,  Engineer  of  Highways,  De- 
partment of  Public  Works,  Province  of  Ontario,  spoke  on 
"The  Development  of  Improved  Highways  in  Canada  and 
What  It  Means  to  the  Dominion." 

In  the  evening  many  of  the  visitors  attended  a  moving 
picture  exhibition  of  scenes  along  the  Lincoln  Highway. 

Mayor  George  M.  Wright  of  Worcester  presided  over  the 
sessions  on  Thursday.  The  speakers  were  Dr.  Joseph  Hyde 
Pratt.  Secretary  of  the  North  Carolina  Highway  Commis- 
sion. "The  Selection  of  Materials  for  Highway  Construction"; 
Nelson  P.  Lewis,  Chief  Engineer  of  the  Board  of  Estimate 
and  Apportionment,  New  York  City,  "Financing  City 
Streets";  Mayor  Joseph  W.  Gainer,  Providence,  R.  I.,  "Prov- 
idence and  Her  Highway  Development";  Herbert  R.  Kuell- 
ing.  Commissioner  of  Highways,  Milwaukee  County,  Wis., 
"Milwaukee  County  Concrete  Roads;"  Gustav  Hanna,  Com- 
missioner of  Street  Cleaning.  Cleveland,  O.,  "The  Import- 
ance of  Street  Cleaning  in  Good  Roads." 

The  speakers  at  the  afternoon  session  were  Mayor  James 
M.  Curley  of  Boston,  Mass.,  "Boston's  Experience  with 
\anous  Types  of  Street  Paving;"  Dr..  Ira  N.  Hollis,  Presi- 
dent Worcester  Polytechnic  Institute,  "The  Necessity  of 
Highly  Trained  Engineers  in  Highway  Construction;"  Wil- 
lum  H.  Connell,  Chief,  Bureau  of  Highways  and  Street 
Cleanmg,  Philadelphia.  Pa.,  "The  Organization  of  Highway 
-o!TT*M**;  "'"  ^"•*"  ^-  ^■■"^^'''  Hingham,  Mass.. 
-2f  I  ?^'''="  ^^'^  ^-  W-  Crosby,  Baltimore,  Md., 
Selection  of  Types  for  Road  Surfaces." 


Thursday  evening  there  was  an  entertainment  in  the  ball- 
room of  the   Hotel  Bancroft. 

The  sessions  on  Friday,  which  was  designated  as  "Auto- 
mobile Day,"  were  presided  over  by  Col.  William  D.  Sohier, 
Chairman  of  the  Massachusetts  State  Highway  Commission. 
The  speakers  for  the  morning  session  were  George  C. 
Diehl,  Buffalo,  N.  Y.,  Chairman  of  the  Board  of  Good  Roads, 
.\merican  .-Xutomobile  Association,  "The  Automobile  and 
Its  Relation  to  Good  Roads";  Edwin  Dufley,  State  Commis- 
sioner of  Highways,  New  Y'ork,  "The  Type  of  Pavements 
Now  Being  Laid  on  New  York  State  Highways";  Henry 
Welles  Durham,  former  Chief  Engineer  of  Highways,  Bor- 
ough of  Manhattan,  New  York  City,  "Improved  Granite 
Pavements,"  and  Lewis  D.  Speare,  Cambridge,  Mass.,  former 
President  of  the  American  Automobile  Association,  "The 
Ideal  Road  for  the  Motorist." 

In  the  afternoon  the  speakers  were  John  H.  Fahcy,  Boston, 
Mass..  President,  Chamber  of  Commerce  of  the  United  States, 
"The  Interest  of  the  National  Chamber  of  Commerce  in  the 
Good  Roads  Movement";  U.  H.  Danderand,  Montreal,  P.  Q., 
Past  President,  Dominion  Automobile  Association,  "Canada 
as  a  Country  for  Motorists,"  and  William  R.  Smith,  Presi- 
dent and  General  Manager,  Lane  Construction  Co.,  Mcriden, 
Conn.,  "The  Relation  of  Motor  Trucks  to  Permanent  High- 
ways." The  official  program  closed  with  remarks  entitled 
"Hail  and  Farewell"  by  Charles  P.  Light,  Field  Secretary, 
American   Highway  Association. 

At  the  exhibition  held  in  connection  with  the  congress  the 
exhibitors   were   as   follows: 

American  Car  Sprinkler  Co.,  Worcester,  Mass.;  American 
Tar  Co.,  Boston,  Mass.;  Amies  Road  Co.,  Easton,  Pa.;  Asso- 
ciation of  American  Portland  Cement  Manufacturers,  Phila- 
delphia, Pa.;  John  Baker,  Jr.,  New  York,  N.  Y.;  Barrett 
Mfg.  Co.,  New  York,  N.  Y.;  Harold  L.  Bond  Co.,  Boston, 
Mass.;  Philip  Carey  Co.,  Cincinnati,  Ohio;  Clinton  Wire 
Cloth  Co.,  Clinton,  Mass.;  Concrete  Appliance  Co.,  New 
York,  N.  Y.;  Direct  Sales  Co.,  Inc.,  Boston,  Mass.;  "Engi- 
neering News,"  New  York,  N.  Y.;  "Engineering  Record," 
New  York,  N.  Y.;  "Good  Roads,"  New  York,  N.  Y.;  Good 
Roads  Machinery  Co.,  Kennett  Square,  Pa.;  Hassani  Paving 
Co.,  Worcester,  Mass.;  "Highway  Contractor  and  Road 
Builder,"  Albany,  N.  Y.;  Kinney  Mfg.  Co.,  Boston,  Mass.; 
Mason  Brush  Works,  Worcester,  Mass.;  R.  B.  McKim  Co., 
Boston,  Mass.;  National  Highways  Association,  Washington, 
D.  C;  New  England  Metal  Culvert  Co.,  Palmer,  Mass.;  New 
England  Truck  Co.,  Fitchliurg,  Mass.;  North  East  Metal 
Culvert  Co.,  Nashua,  N.  H.;  Robeson  Process  Co.,  New 
York,  N.  Y.;  Ross  Bros.  Co.,  Worcester,  Mass.;  Standard  Oil 
Co.  of  New  York,  New  York,  N.  Y.;  Chris.  D.  Schramm  & 
Son,  Philadelphia,  Pa.;  Trussed  Concrete  Steel  Co.,  Detroit, 
Mich.;  United  States  Asphalt  Refining  Co.,  New  York,  N.  Y.; 
Office  of  Public  Roads  and  Rural  Engineering,  U.  S.  Depart- 
ment of  Agriculture;  Warner-Quinlan  Co.,  New  York,  N.  Y.; 
Wiard  Plow  Co.,  Batavia,  N.  Y. 


state  HlKhwor  CommliMtoner  Cowen  of  Ohio  has  stated  that, 
because  of  the  fact  that  they  had  received  practically  no  state 
aid  in  road  building  in  recent  years,  $100,000  each  would  be 
spent  next  year  in  Cuyahoga  and  Hamilton  Counties  out  of 
the  state  road  fund. 


The  County  CommlMHlonerK  of  Polk  County.  Flo.,  have  re- 
tained the  H.  H.  Judson  Engineering  Co.,  Savannah,  Ga.,  to 
make  a  survey  of  the  county  and  lay  out  a  system  of  roads. 
It  Is  estimated  that  a  bond  issue  of  $1,000,000  will  be  needed 
for  the  work  contemplated. 


Several  Townahipa  In  Dutchean  County,  IV.  Y..  will  raise 
$35,208  for  road  construction  during  1916,  to  which  will  be 
added  50  per  cent,  by  the  state.  The  Town  of  roughkocpsie 
will  appropriate  $10,900;  Stanford,  $4,750;  Hyde  Park,  $7,169; 
Rhlnebeck,  $6,989;  Red  Hook,  $4,000;  Union  "Vale,  $1,400,  and 
Washington,   $5,250. 


51/ 


GOOD  ROADS 

A  Weekly  Journal  of  Road  and  Street  Engineering  and  Contracting 


Old    Series,  Vol.  XLVIII. 
New    Series,  Vol.  X. 


NEW  YORK,  DECEMBER  25,  1915 


Number 

26 


Founded  January,  1892. 

published  weekly  by 
The  is.  L.  Poavers  Company 


E.  L.  Powers,  Pres.  and  Treas.    , 


H.  L.  Powell,  Sec'y. 


150  NASSAU  STREET 
NEW  YORK,  N.  Y. 


Cable  Address:  Gudrodes,  New  York. 


Subscription  price:  Fifty-two  numbers,  $2.00  a  year  in  the  United  States, 
Mexico,  Cuba  and  Porto  Rico;  $3.00  in  Canada,  and  $3.50  elsewhere.  Twelve 
numbers  (the  first  issue  in  each  month),  $1.00  a  year  in  the  United  States,  Mexico, 
Cuba  and  Porto  Rico ;  $1.50  in  Canada,  and  $2.00  elsewhere. 

Notice  to  discontinue  subscription  should  be  sent  to  the  New  York  office. 

Copy  for  advertisements  of  which  proofs  are  to  be  submitted  to  advertisers 
should  reach  the  New  York  office  as  follows:  For  insertion  in  the  first  issue  of  the 
month,  by  the  fifteenth  of  the  preceding  month;  for  other  issues,  by  noon  on 
Thursday  of  the  week  before  date  of  issue. 

Copy  for  all  advertisements  of  which  proofs  need  not  be  submitted — including 
"Proposal,"  "For  Sale,"  "Want"  and  other  classified  advertisements — will  be 
accepted  until  noon  on  Thursday  of  the  week  of  issue. 

Copyright  191S  by  the  E.  L.  Power*  Co. 
Entered  in  New  York  Post  Office  as  Second  Oast  Matter 


Arkansas  and  Texas  Commercial  Bodies 
Plan  Houston-St.  Louis  Road 

The  commercial  organizations  of  Houston  and  Galveston, 
Tex.,  and  Little  Rock  and  Texarkana,  Ark.,  are  organizing 
a  campaign  for  a  highway  connecting  the  four  cities  and  ex- 
tending to  St.  Louis,  Mo. 

The  movement  is  the  outcome  of  agitation  in  favor  of  the 
Lufkin-Livingston-Houston  Highway  in  Texas  and  it  is  in- 
tended by  those  back  of  the  plah  to  make  the  proposed  new 
highway  an  extension  of  the  road  connecting  the  Texas 
cities. 

A  meeting  of  the  Lufkin-Livingston-Houston  Highway 
Association  will  be  held  at  Lufkin,  Tex.,  in  March  and  it  is 
expected  that  the  matter  of  extending  the  highway  will  be 
taken  up  at  that  time. 


Virginia  Cities  and  Towns  May  Aid  in 
Highway   Construction 

According  to  an  opinion  by  Attorney  General  Pollard  of 
Virginia,  what  is  known  locally  as  the  Act  of  1910  is  consti- 
tutional, and  cities  and  towns  of  the  state  are  permitted  to 
aid  in  the  construction  and  improvement  of  public  roads. 

The  act  makes  it  possible  for  cities  and  towns  to  con- 
tribute funds  or  aid  otherwise  in  the  improvement  of  roads 
leading  to  such  cities  or  towns.  It  is  provided,  however,  that 
the  contribution  may  not  be  used  on  the  road  at  a  greater 
distance  than  ten  miles  from  the  city  or  town  concerned. 

Some  time  ago  the  sum  of  $100,000  was  appropriated  by 
the  City  of  Richmond,  Va.,  for  the  improvement  of  roads 
in  Henrico  County  leading  into  the  city. 


Funds  Asked  of  Congress  for   District   of   Co- 
lumbia Street  Work 

The  Commissioners  of  the  District  of  Columbia  have  asked 
Congress  to  appropriate  funds  for  street  and  bridge  work 
in  the  district  during  the  coming  year  and  have  also  sug- 
gested some  alterations  in  the  regulations  governing  work  of 
this  character. 

It  is  suggested  that  a  change  be  made  in  the  method  of 
assessing  benefits  in  the  opening  or  widening  of  minor 
streets  and  alleys  and  the  establishment  of  building  lines. 
The  recommendation  is  made  that  benefits  be  assessed  against 
any  property  in  the  neighborhood  of  an  improvement  be- 
lieved to  have  been  benefited.  The  commissioners  also  ask 
for  greater  authority  in  the  matter  of  exacting  bonds  from 
contractors  and  the  enforcement  of  contracts. 

In  regard  to  appropriations,  $315,000  is  asked  for  current 
work,  including  the  repair  of  streets,  avenues  and  alleys. 
In  addition,  $175,000  is  asked  for  repairs  to  suburban  roads. 
This  represents  an  increase  of  $30,000  over  the  appropria- 
tion for  this  purpose,  during  1915.  An  increase  of  $15,000 
is  asked  for  repairs  of  sidewalks  and  curbing  about  public 
buildings. 

An  increase  of  $28,000  is  requested  in  the  fund  for  the 
C'.nstruction  and  repair  of  bridges  and  $10,000  is  asked  for 
the  specific  purpose  of  painting  and  repairing  the  Highway 
Bridge. 

The  commissioners  asked  that  after  July  1,  1916,  the  con- 
trol of  the  Aqueduct  and  Highway  Bridges  be  vested  in  the 
commission  and  submitted  estimates  amounting  to  $20,000 
for  surveys  and  plans  for  replacing  the  Aqueduct  Bridge 
and  the  Calvert  Street  Bridge. 


Course  in  Road  Building  at  the  Maryland 
Agricultural  College 

A  short  course  in  road  building  and  maintenance  will  be 
given  at  the  Maryland  Agricultural  College,  College  Park, 
Md.,  during  the  week  of  January  10  to  IS,  1916.  The  course 
will  be  under  the  direction  of  the  Department  of  Engineer- 
ing, and  special  attention  will  be  given  to  earth  roads  and 
county  problems.    The  tuition  is  free. 

Instruction  will  be  given  principally  by  means  of  lectures. 
The  following  program  has  been  prepared  for  the  six  days' 
session: 

January  10:  "Improved  Roads;  A  Valuable  Public  Neces- 
sity," Dr.  T.  H.  Taliaferro,  Maryland  Agricultural  College; 
"The  Effect  of  Trafiic  Upon  Roads  and  Methods  of  Regulat- 
ing the  Same,"  J.  J.  Tobin,  Assistant  in  Road  .Economics, 
U.  S.  Office  of  Public  Roads  and  Rural  Engineering;  "Ex- 
plosives; Their  Use  in  Road  Improvement,"  J.  H.  Squires, 
E.  I.  du  Pont  de  Nemours  &  Co. 

January  11:  "Road  Layout;  Alignment  and  Grades,"  J.  N. 
Mackall,  Engineer  of  Surveys,  Maryland  State  Roads  Com- 
mission; "Preparation  of  Plans,"  G.  E.  Hamilton,  Roads 
Engineer,  Charles  County,  Md.;  "Staking  Out  Previous  to 
Construction,"  W.  F.  Lankford,  Roads  Engineer,  Worcester 


GOOD    ROADS 


December  25,  1915 


Coar.  t 


damage;   Construction,   Maintenance, 

!s,  Jr.,  Resident  Engineer,  Maryland 

on;    "Culverts   and    Small    Concrete 

ind    Cost,"    Professor    H.    Gwinner, 

Acncultural  College. 

_,    1>;    "Systems  of  County  Road  Management,"  H. 

M  Clark.  Road*  Engineer,  Wicomico  County,  Md.;  "The 
koads  Engineer  and  the  Supervisor,"  R.  H.  Dixon,  Jr.,  Roads 
Kr.Kineer,  Dorchester  County,  Md.;  "Classification  of  Expen- 
•cs."  \V.  G.  Sucro,  Roads  Engineer,  Baltimore  County, 
"Methods  of  Purchasing,"  E.  T.  Hayman,  Roads  Engi- 
neer. Anne  Arundel  County,  Md.;  "Cost  and  Care  of  Road 
Machinery,"  M.  D.  Knight,  Road  Superintendent,  Mont- 
gonery  County,  Md.;  "Care  of  Teams  and  Horses,"  F.  E. 
Scbnepfe,  Roads  Engineer,  Queen  .\nne  County,  Md.;  "Meth- 
ods of  Maintenance,"  D.  P.  Le  Fevre,  Roads  Engineer,  AUe- 
g«ny  County.  Md.;  "The  Necessity  for  the  Improvement  of 
Roads  Other  Than  the  Hard  Surfaced  Main  Roads,"  F.  W. 
S«th,  Roads  Engineer,  Talbot  County,  Md. 

January  13:  "Earth  Roads;  Improvement,  Maintenance, 
Cost,  etc."  D.  H.  Windlow,  Superintendent  of  Road  Con- 
•tmction,  U.  S.  Office  of  Public  Roads  and  Rural  Engineer- 
ing; "Gravel  Roads;  Construction,  Maintenance,  Cost,  etc.," 
R.  W.  Owens.  Resident  Engineer,  Maryland  State  Roads 
Commission;  "Sand  Clay  Roads;  Construction,  Maintenance, 
Cost,  etc.,"  D.  H.  Winslow,  Superintendent  of  Road  Con- 
struction. U.  S.  Office  of  Public  Roads  and  Rural  Engineer- 
ing; "Shell  Roads;  Construction,  Maintenance,  Cost,  etc.," 
H.  Waldorf,  Roads  Engineer,  Caroline  County,  Md.;  "Meth- 
ods of  Financing  the  Improvement  and  Maintenance  of  Roads 
Other  Than  Hard-Surfaced  Roads,"  M.  O.  Eldridge,  Assistant 
in  Road  Economics,  U.  S.  OfiBce  of  Public  Roads  and  Rural 
Engineering. 

January  14:  "Concrete  Roads;  Construction,  Maintenance, 
Cost,  etc.."  S.  F.  Butler,  Association  of  American  Portland 
Cement  Manufacturers;  "Macadam  Roads;  Construction, 
Maintenance,  Cost,  etc.,"  Maj.  W.  W.  Crosby,  Consulting 
Engineer,  Baltimore,  Md.;  "Bituminous  Materials;  Methods 
of  Application,  Value,  Cost,  etc.,"  J.  T.  Voshell,  Senior  High- 
way Engineer,  U.  S.  Office  of  Public  Roads  and  Rural  Engi- 
neering; "Methods  of  Preventing  Slipperiness  of  Roads," 
B.  P.  Harrison,  First  Assistant  •  Engineer,  Maryland  State 
Road*  Commission. 


Changes  Made  by  the  Alabama  Legislature 
in  the  State  Road  Laws 

The  Alabama  Legislature,  which  closed  its  1915  session 
not  long  ago,  made  a  number  of  changes  in  the  road  laws 
of  the  state,  but  they  were  principally  of  an  administrative 
tiatnre,  there  appearing  to  be  little  fundamental  alteration  in 
the  statutes. 

The  county  continues  as  the  unit  in  highway  work  but  a 
new  act  defines  more  specifically  the  powers  of  the  county 
boards  of  rerenoe,  courts  of  county  commissioners,  and  other 
(oveming  bodies  in  regard  to  highway  matters,  and  fixes 
penalties  for  violations  of  the  rules  made  by  such  bodies. 

A  section  of  this  act  provides  that  the  governing  body  of 
a  county  may  transfer  any  surplus  or  part  thereof  from  the 
general  fund  of  the  county  to  the  road  fund.  The  county 
anthoritles  are  also  given  the  right  of  eminent  domain  for 
the  purpose  of  establishing  roads,  bridges  and  ferries. 

It  is  provided  that  county  or  municipal  prisoners  may  be 
worked  on  roads  and  bridges  and  may  be  hired  to  or  from 
another  county  or  from  the  state. 

The  counties  may  impose  a  tax  upon  owners  of  vehicles 
for  the  purpose  of  maintaining  county  roads  and  bridges, 
the  amount  of  the  tax  being  left  to  the  julgment  of  the 
governing  body  of  the  county. 

With  the  consent  of  the  city  council  or  other  municipal 
governing  body,  the  county  is  given  authority  to  construct 


and  maintain  streets  and  bridges  within  the  corporate  limits 
of  a  municipality. 

Another  act  provides  for  the  designation  of  certain  public 
roads  as  state  trunk  roads.  These  roads,  34  in  number,  are 
designated  in  the  act  and  it  is  provided  that  their  mainte- 
nance shall  be  in  accordance  with  the  standards  of  the  State 
Highway  Department.  It  is  further  provided  that  all  funds 
appropriated  by  the  state  for  road  construction  sliall  be  ex- 
pended only  upon  those  roads  enumerated  in  the  act,  except 
that  in  case  any  of  the  roads  enumerated  have  already  been 
built  the  money  may  be  expended  upon  any  other  road. 

It  is  provided  in  another  act  that  in  counties  whose  tax 
values  amount  to  as  much  as  $100,000,000  all  persons  shall 
be  relieved  of  obligation  to  work  on  the  roads. 


Pennsylvania  State  Highway  Department 
Makes  Important  Changes 

A  marked  change  in  the  engineering  force  of  the  Pennsyl- 
vania State  Highway  Department  has  been  announced  by 
State  Highway  Commissioner  Cunningham  who  approved 
the  reorganization  plan  made  by  Chief  Engineer  W.  D. 
Uhler.     The  changes  are  all  effective  January  1,  1916. 

The  state  has  been  redistricted  and  an  additional  engineer- 
ing district  created.  Two  employees  of  the  department  have 
been  promoted  to  become  acting  assistant  engineers  in  charge 
of  districts  and  one  has  been  transferred  to  take  the  place 
of  the  engineer  of  construction  who  has  been  acting  as  assist- 
ant engineer. 

Four  new  county  superintendents  have  been  appointed  and 
several  have  been  named  to  succeed  others  who  have  re- 
signed or  who  have  been  removed. 

The  First  Engineering  District  has  been  changed  to  com- 
prise Centre,  Clinton,  Mifflin  and  Huntingdon  Counties. 
The  headquarters  of  this  district  has  been  transferred  to 
Bellefontaine.  W.  D.  Meyers  remains  as  Assistant  Engineer 
in  charge  of  this  district.  W.  O.  Bennett  is  the  Superintend- 
ent of  Centre  County  and  C.  H.  Orndorf,  who  has  been  a 
draftsman  at  Harrisburg,  has  been  promoted  to  be  Superin- 
tendent of  Clinton  County.  D.  A.  McCloskey,  who  has  been 
an  acting  chief  of  construction,  has  been  promoted  to  be 
Superintendent  of  Huntingdon  County,  in  place  of  T.  J. 
Strickler,  resigned. 

District  No.  2,  with  headquarters  at  Harrisburg,  has 
been  changed  to  comprise  Dauphin,  Perry,  Lebanon,  Snyder 
and  Juniata  Counties.  Assistant  Engineer  C.  W.  Hardt  re- 
mains in  charge  and  the  county  superintendents  are  un- 
changed. 

A.  S.  Clay  remains  as  Assistant  Engineer  in  charge  of 
District  No.  3,  with  headquarters  at  Bloomsburg.  Sullivan 
County  has  been  added  to  the  district.  The  county  superin- 
tendents remain  as  before,  except  that  W.  R.  Mason  is  trans- 
ferred to  be  under   Mr.   Clay. 

In  District  No.  4,  with  headquarters  at  Franklin,  H.  W. 
Claybaugh  remains  as  Assistant  Engineer  in  charge.  Jeffer- 
son County  has  been  withdrawn  from  this  district  and  has 
been  added  to  the  newly-created  engineering  district. 

District  No.  5,  comprising  Berks,  Schuylkill,  Carbon,  North- 
ampton and  Lehigh  Counties,  remains  as  it  is  but  W.  R. 
Wolfinger,  who  has  been  Assistant  Engineer  in  charge  of 
District  No.  9,  is  transferred  to  this  district,  with  head- 
quarters at  Allentown,  succeeding  John  T.  Gephart,  Jr.,  who 
has  been  temporarily  in  charge.  Mr.  Gephart  returns  to  the 
Harrisburg  office  as  Engineer  of  Construction. 

District  No.  6,  with  headquarters  at  York,  retains  W.  A. 
Van  Duzer  as  Assistant  Engineer  in  charge  and  the  county 
superintendents  remain  unchanged.  The  same  is  true  of 
District  No.  7,  with  headquarters  at  Philadelphia,  where 
W.  F.  Cressman  remains  as  the  Assistant  Engineer  in  charge, 
with  the  same  county  superintendents. 


December  25,   1915 


GOOD    ROADS 


327 


The  newly-created  District  No.  8  will  have  its  headquarters 
at  Clearfield  and  will  include  Clearfield,  Indiana,  Jefferson, 
Elk  and  Cameron  Counties.  The  engineer  in  charge  will  be 
F.  E.  Winter,  who  has  been  a  resident  engineer  in  charge  of 
inspection  at  Warren,  and  who  is  promoted  to  the  post  of 
acting  assistant  engineer.  The  county  superintendents  in 
this  new  district  remain  the  same. 

In  District  No.  9,  with  headquarters  at  Chambersburg, 
W.  S.  Hammakcr,  County  Superintendent  of  Cumberland 
County,  is  promoted  to  be  Acting  Assistant  Engineer  in 
charge  of  the  district.  Mr.  Hammaker  is  succeeded  as 
County  Superintendent  of  Adams  and  Cumberland  Counties 
by  W.  B.  Fleming,  who  has  been  General  Foreman  and  Act- 
ing Superintendent  in  Adams  County. 

District  No.  10,  with  headquarters  at  Wellsboro,  remains 
in  charge  of  J.  S.  Ritchey  as  Assistant  Engineer.  Sullivan 
and  Cameron  Counties  have  been  transferred  to  other  dis- 
tricts. W.  H.  Hatfield,  who  has  been  County  Superintendent 
of  Potter  and  Tioga  Counties,  retains  Tioga  County  and 
J.  W.  Frazier,  who  has  been  a  draftsman,  is  promoted  to 
the  superintendency  of  Potter  County. 

■  In  District  No.  11,  with  headquarters  at  Hollidaysburg, 
C.  S.  Lemon  remains  as  Assistant  Engineer.  Huntingdon 
County  is  withdrawn  from  this  district.  The  superintend- 
ents remain  the  same  except  in  the  case  of  Huntingdon 
County  where  Mr.  McCloskey  succeeds  T.  J.  Strickler. 

In  District  No.  12,  with  headquarters  at  Scranton,  P.  M. 
Tebbs  remains  as  Assistant  Engineer  and  the  counties  re- 
main as  heretofore,  the  only  change  in  this  district  being 
that  of  J.  G.  English,  transitman,  who  is  promoted  to  the 
superintendency  of  Wayne  County. 

In  District  No.  13,  with  headquarters  at  Pittsburgh,  S.  W. 
Jackson  remains  in  charge  and  the  county  superintendents 
are  unchanged. 

District  No.  14,  with  headquarters  at  Washington,  remains 
in  charge  of  A.  B.  Gray  as  Assistant  Engineer.  H.  B.  Ste- 
vens is  removed  as  County  Superintendent  of  Fayette 
County  and  is  succeeded  by  E.  L.  Clemmer,  who  has  been 
an  inspector  of  contract  work. 

In  District  No.  15,  with  headquarters  at  Warren,  T.  C. 
Frame  remains  as  Assistant  Engineer  in  charge  but  Elk 
County  is  withdrawn  to  become  a  part  of  the  newly-created 
district.  G.  O.  Lindley,  formerly  County  Superintendent  of 
McKean  and  Elk  Counties,  goes  to  the  new  district  as 
Superintendent  of  Elk  and  Cameron  Counties,  being  suc- 
ceeded in  McKean  County  by  H.  S.  Wood,  who  has  been 
a  chief  of  construction. 


Knox  County,  Tennessee,  Makes  Plans  for 
Road  Work 

According  to  a  report  issued  by  the  Knox  County,  Tenn.. 
Good  Roads  Commission,  the  county  has  awarded  contracts 
for  road  construction  amounting  to  $366,457.74  and  for  bridge 
work  amounting  to  $20,369.42. 

The  county  is  working  under  the  proceeds  of  a  bond  issue 
of  $500,000.  It  is  the  intention  of  the  authorities  to  pur- 
chase a  motor  truck  for  county  road  work,  after  which  it  is 
estimated  there  will  be  a  balance  of  $107,172.84  available 
for  further  contracts. 

The  work  already  completed  or  under  way  includes  104.19 
miles  of  roads  and  16  bridges  and  culverts. 


Asphalt  Producers  Decide  to  Form  an 
Organization 

At  a  meeting  of  representatives  of  twelve  of  the  leading 
asphalt  producers  of  the  United  States,  held  at  the  Hotel 
Bancroft,  Worcester,  Mass.,  during  the  recent  road  con- 
gress, tentative  plans  were  made  for  a  national  organization 
of  asphalt  producers. 

The  names  of  the  concerns  interested  in  the  movement  are 


not  available  at  this  time,  but  J.  R.  Draney,  Sales  Manager 
of  the  United  States  Asphalt  Refining  Co.,  New  York,  N.  Y., 
was  appointed  a  committee  of  one  to  draft  a  constitution 
and  by-laws  for  the  organization. 

As  soon  as  he  has  attended  to  this  matter,  Mr.  Draney 
will  call  a  meeting  of  those  interested,  when  a  permanent 
organization  will  no  doubt  be  effected. 


COMING    MEETINGS 


December  29,  1915. — American  Association  for  the  Ad- 
vancement of  Science,  Section  D  (Engineering). — Annual 
Meeting,  Brown  Hall,  Ohio  State  University,  Columbus, 
Ohio.  Sectional  Secretary,  Section  D,  Arthur  H.  Blanchard, 
Columbia  University,   New  York,   N.  Y. 

January  17-19,  1916. — Montana  Institute  of  Municipal  En- 
gineers— Annual  meeting,  Billings,  Mont.  Secretary  and 
Treasurer,  C.  C.  Widener,  Bozeman,  Mont. 

January  18-19,  1916. — Virginia  Road  Builders'  Association. 
— Fifth  Annual  Meeting,  Murphy's  Hotel,  Richmond,  Va. 
Secretary  and  Treasurer,  S.  L.  von  Gemmingen,  Assistant 
Engineer,  Virginia  State  Highway  Commission,  Lynchburg, 
Va. 

January  21,  1916. — American  Society  of  Civil  Engineers. — 
Special  meeting  for  discussion  of  semi-final  report  of  the 
Special  Committee  on  Materials  for  Road  Construction,  So- 
ciety House,  New  York,  N.  Y.  Secretary,  Charles  Warren 
Hunt,  Society  House,  220  West  57th  St.,  New  York,  N.  Y. 

January  26-28,  1916. — Illinois  Society  of  Engineers  and 
Surveyors. — Annual  meeting.  University  of  Illinois,  Urbana, 
111.     Secretary,  E.  E.  R.  Tratman,  Wheaton,  111. 

February  14-17,  1916. — American  Concrete  Institute. — An- 
nual convention,  Chicago,  111.  Secretary,  John  M.  Goodell, 
1418  Walnut  St.,  Philadelphia,  Pa. 

February  15-18,  1916 — National  Conference  on  Concrete 
Road  Building — Second  National  conference,  Chicago,  111. 
Secretary  of  Advisory  Committee,  J.  P.  Beck,  208  South 
La  Salle  St.,  Chicago. 

February  28-March  3,  1916. — American  Road  Builders'  As- 
sociation.— Thirteenth  Annual  Convention;  Sixth  American 
Good  Roads  Congress  under  the  auspices  of  the  A.  R.  B.  A., 
ar;d  Seventh  National  Exhibition  of  Machinery  and  Materials 
Mechanical  Hall,  Pittsburgh,  Pa.  Secretary,  E.  L.  Powers, 
150  Nassau  St.,  New  York,  N.  Y. 

March  6-10,  1916. — Dominion  Good  Roads  Association. — 
Third  Canadian  and  International  Good  Roads  Congress, 
Sohmer  Park,  Montreal,  P.  Q.  Secretary-Treasurer,  Geo.  A. 
McNamee,  909   New   Birks   Bldg.,   Montreal,   P.   Q.,   Canada. 


Association  for  the  Advancement  of  Science 

The  morning  session  of  the  convention  of  the  American 
Society  for  the  Advancement  of  Science,  Section  D  (Engi- 
neering), on  December  29,  will  be  devoted  to  the  presenta- 
tion of  papers  on  highway  engineering  subjects. 

The  convention,  as  noted  above,  will  be  held  in  Brown 
Hall,  Ohio  State  University,  Columbus,  O.  The  program 
for  the  morning  session  is  as  follows: 

"An  Important  Quality  of  Wood  for  Paving  Purposes," 
Maj.  W.  W.  Crosljy,  Chief  Engineer,  Maryland  Geological 
Survey,  Baltimore,  Md.;  "Recent  Advancement  in  the  Con- 
struction of  Brick  Pavements,"  William  C.  Perkins,  Chief 
Engineer,  Dunn  Wire-Cut  Lug  Brick  Co.,  Conneaut,  O.; 
"A  Study  of  Cushions  for  Block  Pavements,"  Maurice  B. 
Greenough,  Instructor  in  Highway  Engineering,  Case  School 
of  Applied  Science,  Cleveland,  O.;  "Brick  and  Concrete  Pav- 
ing Construction,"  Charles  Latshaw,  Sanitary  and  Highway 
Engineer,  Fostoria,  O.;  "A  Study  of  Sands,"  A.  D.  Williams, 


328 


GOOD    ROADS 


December  25,  1915 


Chief  Ro»d  Engineer,  State  Road  Bureau,  Morgantown,  W. 
V*.;  "Causes  of  Defects  in  Some  Grouted  Granite  Block 
Pavements,"  C.  D.  Pollock,  Consulting  Engineer,  New  York 
aty;  "Relative  Advantages  of  Flat  and  Crowned  Subgrades 
for  Cement  Concrete  Pavements,"  Lewis  R.  Ferguson,  Assist- 
ant Secretary,  Association  of  American  Portland  Cement 
Manufacturers,  Philadelphia,  Pa.;  "Factors  Influencing  the 
Bleeding  of  Wood  Block  Pavements,"  Hermann  von 
Schrenck,  Consulting  Timber  Engineer,  St.  Louis,  Mo.; 
"Adaptability  of  Various  Types  of  Pavements  for  Different 
Kinds  of  Traffic  as  Indicated  by  Service  Tests,"  H.  J.  Fix- 
mer,  Division  Engineer,  Board  of  Local  Improvements,  Chi- 
cago. III.;  "Pavement  Maintenance  Costs,"  H.  H.  Schmidt, 
Chief  Engineer,  Bureau  of  Highways,  Borough  of  Brook- 
lyn. New  York  City;  "Identification  of  Bituminous  Mate- 
rials." H.  B.  Pullar,  President,  Pioneer  Asphalt  Co.,  Law- 
renceville.  III.;  "Tests  for  the  Determination  of  the  Cement- 
ing Value  of  Bitumens,"  Philip  P.  Sharpies,  Manager,  Gen- 
eral Tarvia  Department,  Barrett  Manufacturing  Co.,  New 
York  City;  "The  Preparation  and  Use  of  Asphalt  Cut-Back 
with  Naphtha  for  Road  Surface  Treatment,"  Julius  Adler, 
Engineer  of  Tests,  Bureau  of  Surveys,  Department  of  Public 
Works,  Philadelphia,  Pa.;  "Scientific  Developments  in  Speci- 
fications for  Sizes  of  Broken  Stone,"  Arthur  H.  Blanchard, 
Professor  in  Charge  of  the  Graduate  Course  in  Highway 
Engineering,  Columbia  University,  and  Consulting  Highway 
Engineer,  New  York  City.  


MEETINGS 


Nebraska  Engineering  Society 

The  annual  meeting  of  the  Nebraska  Engineering  Society 
was  held  at  Lincoln,  Neb.,  on  Friday  and  Saturday  of  last 
week. 

Among  those  who  presented  papers  were  W.  S.  Gearhart, 
State  Engineer  of  Kansas,  and  Robert  Harvey,  State  Sur- 
veyor of  Nebraska. 


Kansas  County  0£Ficials 

The  final  sessions  of  the  annual  meeting  of  the  County 
Qerks,  County  Commissioners  and  Registers  of  Deeds  of 
the  State  of  Kansas,  were  held  at  the  State  House,  Topeka. 
Kan.,  on  December  2. 

At  a  meeting  of  the  County  Commissioners'  Section,  the 
members  went  on  record  as  being  opposed  to  the  creation 
oj  a  state  highway  commission  along  lines  proposed  in  a 
bill  which  was  defeated  at  the  last  session  of  the  Kansas 
Legislature.  The  generally  expressed  opinion  was  that  local 
control  of  road  work  was  more  efficient  than  state  control. 


PERSONAL    NOTES 


R.  M.  Morton  has  been  appointed  Highway  Engineer  of 
Sacramento  Cotmty,  Cal. 

Dennis  D.  Merrill  has  been  elected  Commissioner  of  Pub- 
lit  Works  of  Everett,  Wash. 

William  B.  Bartholomew  hag  been  elected  Director  of 
Highways  of  Allentown,  Pa. 

Daniel  J.  Hurley,  Sr.,  a  retired  street  contractor,  died  re- 
cently at  his  home  in  Troy,  N.  Y. 

H.  E.  Allen  has  been  elected  Commissioner  of  Streets  and 
Public  Improvements  of  Bradford,  Pa. 

E.  A.  Ellsworth  died  recently  at  his  home  in  Holyoke, 
Mass.    He  was  City  Engineer  of  Holyoke  for  four  terms. 

Salem  D.  Charles,  Chairman  of  the  Board  of  Street  Com- 
misMoners  of  Boston,  Mass.,  died  recently  at  his  home  in 
Worcester.  Mass. 


Edwin  Jennings,  formerly  with  the  Department  of  Bridges, 
New  York,  N.  Y.,  has  gone  into  private  practice  with  offices 
at  83S  Broadway,  New  York. 

Walter  Anderson  has  resigned  as  City  Engineer  of  Ccn- 
tralia,  Wash.,  to  take  a  position  with  the  Berger  Manufac- 
turing Co.,   Minneapolis,   Minn. 

Thomas  A.  Either,  M.  Am.  Soc.  C.  E.,  has  been  appointed 
Superintendent  of  Streets  of  Berkeley,  Cal.  He  has  been  a 
member  of  the  staff  of  the  City  Engineer  of  Berkeley. 

Carl  H.  Reeves,  former  Assistant  Engineer  to  the  Public 
Service  Commission  of  Washington,  has  resumed  private 
practice  at  Seattle,  Wash.  He  will  specialize  in  municipal 
and  highway  work. 

B.  F.  Affleck,  President  of  the  Universal  Portland  Cement 
Co.,  Chicago,  111.,  was  elected  President  of  the  Association 
of  American  Portland  Cement  Manufacturers  at  its  meeting 
in  New  York,  N.  Y.,  December  13-16. 

L.  P.  Scott,  who  has  been  acting  as  Superintendent  of 
Highways  of  Carroll  County,  III.,  on  leave  of  absence  from 
the  Illinois  State  Highway  Department,  will  return  to  the 
department  on  January  1,  as  Chief  Draftsman. 

S.  C.  Campbell  has  resigned  from  the  staff  of  the  Illinois 
State  Highway  Department  to  become  County  Superintendent 
of  Highways  of  Carroll  County,  111.,  succeeding  L.  P.  Scott, 
whose  acting  appointment  terminates  January  1,  as  noted 
elsewhere  in  this  column. 

Maj.  R.  E.  Wood,  Chief  Quartermaster  at  Panama,  and 
Director  of  the  Panama  Railroad,  has  joined  the  staff  of  the 
Barber  Asphalt  Paving  Co.,  Philadelphia,  Pa.,  as  Assistant  to 
the  President.  Maj.  Wood  graduated  from  West  Point  in 
1900,  was  connected  with  the  building  of  the  Panama  Canal 
from  1905  to  191S  and  retired  with  the  rank  of  major  under 
the  Panama  Canal  act. 


NEWS  OF  THE  TRADE 


The  National  Paving  Co.  has  been  organized  at  Oklahoma 
City,  Okla.,  with  a  capital  stock  of  $50,000.  W.  C.  Burke, 
of  Oklahoma  City,  is  one  of  those  interested. 


Warren  Bros.  Co.  has  sent  out  announcements  of  the 
removal  of  its  principal  offices  from  59  Temple  Place  to 
142  Berkeley  Street,  Boston,  Mass.  On  the  reverse  of  the 
announcement  card  is  a  map  showing  the  new  location. 


The  American  Clay  Machinery  Co.,  Bucyrus,  O.,  has  is- 
sued a  series  of  leaflets,  each  of  which  contains  a  descrip- 
tion and  specifications  of  one  of  the  company's  products. 
The  leaflets  are  illustrated  with  half-tone  reproductions  of 
the  various  articles. 


The  Troy  Wagon  Works  Co.,  Troy,  O.,  has  recently  issued 
a  folder  descriptive  of  the  Troy  Junior,  a  trailer  to  be  used 
with  touring  cars.  This  trailer  supplements  the  company's 
line  of  Troy  trailers  for  motor  trucks.  The  folder  contains 
a  number  of  illustrations. 


Bulletin  S-14,  entitled  "Facts — Figures — Photos,"  has  been 
issued  by  the  Ball  Engine  Co.,  Erie,  Pa.  The  bulletin,  which 
is  in  the  form  of  a  folder,  describes  the  Erie  revolving  shovel. 
Numerous  half-tone  illustrations  show  the  many  uses  to 
which  this  machine  can  be  put. 


The  Gramm-Bernstein  Co.,  Lima,  O.,  has  recently  issued 
a  24-page  booklet  containing  a  comprehensive  description  of 
the  Gramm-Bernstein  motor  truck.  In  addition  to  many 
half-tone  reproductions  of  the  different  parts  of  the  truck, 
there  are  several  illustrations  showing  the  trucks  in  the 
service  of  various  firms  in  different  parts  of  the  country. 


imamwg'Wm 


U3 

to 


rn 

CO 

■n 

^ 

Cj 

O 

o 

Uh 

t> 

■TJ 

O 

o 

o 

si 

a 

D 

Pi  E-<  O 

I 


UNIVERSITY  OF  TORONTO 
LIBRARY 


Acme   Library   Card    Pocket 

Under  Pat.  "Ref.  Index  Kile." 
Made  by  LIBEAEY  BUREAU