diff options
| author | nfenwick <nfenwick@pglaf.org> | 2025-01-21 17:57:10 -0800 |
|---|---|---|
| committer | nfenwick <nfenwick@pglaf.org> | 2025-01-21 17:57:10 -0800 |
| commit | 99588c71555f9fc58565456b415cc92c61ec0a13 (patch) | |
| tree | 876abdb2cbda5dd9bfb1d555cdce8b1412e10b32 | |
| parent | 3dcf36090bff7d969a6be12ad29286b8454fe684 (diff) | |
| -rw-r--r-- | .gitattributes | 4 | ||||
| -rw-r--r-- | LICENSE.txt | 11 | ||||
| -rw-r--r-- | README.md | 2 | ||||
| -rw-r--r-- | old/68464-0.txt | 6239 | ||||
| -rw-r--r-- | old/68464-0.zip | bin | 107640 -> 0 bytes | |||
| -rw-r--r-- | old/68464-h.zip | bin | 418600 -> 0 bytes | |||
| -rw-r--r-- | old/68464-h/68464-h.htm | 7629 | ||||
| -rw-r--r-- | old/68464-h/images/cover.jpg | bin | 627125 -> 0 bytes | |||
| -rw-r--r-- | old/68464-h/images/i_128.jpg | bin | 63385 -> 0 bytes |
9 files changed, 17 insertions, 13868 deletions
diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..d7b82bc --- /dev/null +++ b/.gitattributes @@ -0,0 +1,4 @@ +*.txt text eol=lf +*.htm text eol=lf +*.html text eol=lf +*.md text eol=lf diff --git a/LICENSE.txt b/LICENSE.txt new file mode 100644 index 0000000..6312041 --- /dev/null +++ b/LICENSE.txt @@ -0,0 +1,11 @@ +This eBook, including all associated images, markup, improvements, +metadata, and any other content or labor, has been confirmed to be +in the PUBLIC DOMAIN IN THE UNITED STATES. + +Procedures for determining public domain status are described in +the "Copyright How-To" at https://www.gutenberg.org. + +No investigation has been made concerning possible copyrights in +jurisdictions other than the United States. Anyone seeking to utilize +this eBook outside of the United States should confirm copyright +status under the laws that apply to them. diff --git a/README.md b/README.md new file mode 100644 index 0000000..2cfea77 --- /dev/null +++ b/README.md @@ -0,0 +1,2 @@ +Project Gutenberg (https://www.gutenberg.org) public repository for +eBook #68464 (https://www.gutenberg.org/ebooks/68464) diff --git a/old/68464-0.txt b/old/68464-0.txt deleted file mode 100644 index 35da375..0000000 --- a/old/68464-0.txt +++ /dev/null @@ -1,6239 +0,0 @@ -The Project Gutenberg eBook of Specifications for street roadway -pavements, by Samuel Whinery - -This eBook is for the use of anyone anywhere in the United States and -most other parts of the world at no cost and with almost no restrictions -whatsoever. You may copy it, give it away or re-use it under the terms -of the Project Gutenberg License included with this eBook or online at -www.gutenberg.org. If you are not located in the United States, you -will have to check the laws of the country where you are located before -using this eBook. - -Title: Specifications for street roadway pavements - with instructions to inspectors on street paving work - -Author: Samuel Whinery - -Release Date: July 6, 2022 [eBook #68464] - -Language: English - -Produced by: Richard Tonsing and the Online Distributed Proofreading - Team at https://www.pgdp.net (This file was produced from - images generously made available by The Internet Archive) - -*** START OF THE PROJECT GUTENBERG EBOOK SPECIFICATIONS FOR STREET -ROADWAY PAVEMENTS *** - - - - - - SPECIFICATIONS FOR - STREET ROADWAY PAVEMENTS - - - - - McGraw-Hill Book Company - - _Publishers of Books for_ - - Electrical World - Engineering Record - Railway Age Gazette - Signal Engineer - Electric Railway Journal - Metallurgical and Chemical Engineering - The Engineering and Mining Journal - Engineering News - American Machinist - American Engineer - Coal Age - Power - - - - - SPECIFICATIONS FOR STREET ROADWAY PAVEMENTS - WITH INSTRUCTIONS TO - INSPECTORS ON STREET PAVING WORK - - - BY - - S. WHINERY - MEMBER AMERICAN SOCIETY OF CIVIL ENGINEERS - - - SECOND EDITION - - REVISED, ENLARGED AND ENTIRELY RESET - - - McGRAW-HILL BOOK COMPANY - 239 WEST 39TH STREET, NEW YORK - 6 BOUVERIE STREET, LONDON, E. C. - 1913 - - - - - COPYRIGHT, 1913, BY THE - MCGRAW-HILL BOOK COMPANY - - - THE·MAPLE·PRESS·YORK·PA - - - - - PREFACE TO SECOND EDITION - - -In offering to the public a new edition of “Specifications for Street -Roadway Pavements” the author has taken advantage of the opportunity to -revise and expand somewhat the matter in the original edition and to add -thereto Instructions for Inspectors on pavement work. - -Since the publication of the original pamphlet in 1907 no little advance -has been made in the design and construction of street pavements and the -framing of specifications for that work. Aside from the personal study -and efforts of individual engineers, the Association for Standardizing -Paving Specifications, organized in the latter part of 1909, has held -four important conventions, devoted to the improvement and -standardization of specifications for street pavements, and its able -standing Committees have devoted much time and thought to the subject. -The American Society of Municipal Improvements has also devoted much -attention to the subject and has adopted standard specifications for -most of the common kinds of pavement. Other organizations have been -working along the same lines. - -Under these circumstances it might be thought that there is no longer -any pressing need for the continuance of individual efforts in this -field, and it has been with some hesitation that the author has returned -to it. Without venturing to criticise the work done by these public -organizations it has seemed to the author that there is yet room for -individual work in this field, if for no other reason than that there -still remain quite divergent views not only as to the substance, but as -to the form, scope and phraseology of specifications, and contributions -based upon some knowledge and experience in street pavement may not be -without value in reaching final conclusions. - -As might be expected experience and observation during the past five -years have, in a number of particulars, modified the author’s opinions -and shown where the original specifications offered might be improved -and enlarged, so that while, in the main, those now offered follow the -original text, the reader will find not a few changes. There has also -been added specifications for two comparatively new kinds of roadway -pavement that have merited attention, and for concrete sidewalk and -concrete combined curb and gutter. - -So far as the author is aware there has not been printed, in America at -least, any complete and comprehensive code of instructions for pavement -inspectors, though there appears to be a demand, as there certainly is a -need, for something of the kind. - -Having been asked about a year since to prepare such a set of -instructions for the use of one American city, the author has rewritten -parts of them in a more general form, and they are printed (with the -permission of the engineer for whom they were written) as Part II of -this edition. While they would need some revision and modification to -meet the conditions and special specification provisions in any -particular city, it is thought they may be useful in at least suggesting -the points to be covered. - - - - - CONTENTS - - - PART I - - SPECIFICATIONS - - =Introductory= PAGE - Value of general specifications 1 - Theory of specifications 1 - Street paving work 2 - Specifications should be fair and just to contractor 4 - Relations of contractor to municipality 6 - Advertisements for proposals 7 - Instructions to bidders 9 - Relation between specifications and contract 9 - Specifications 9 - Preparation of specifications 9 - Engineer as arbiter 11 - Itemized unit prices 12 - - - SPECIFICATIONS - - =General= PAGE SECTION - General description of work 13 - Definitions 14 1 - Changes in plans and specifications 15 3 - Quality of material and work 15 4 - Inspection 15 5 - Injury to persons and property 16 6 - Sanitary and public convenience 16 7–9 - Disorderly employees 17 10 - Order and progress of work 17 11 - Pavement datum 18 12 - City monuments and stakes 18 13 - Old and new material 18 14–15 - Adjusting street structures 18 16 - Connection with existing pavements 19 18 - Measurements and computations 20 21 - Incidental and extra work 20 23–24 - Guaranty 21 25 - Preparing the sub-grade 22 26 - =Foundations= - Concrete foundations—Portland cement 24 28–29 - Sand 26 30 - Stone 26 31 - Care of materials 27 33 - Ratios 27 34 - Mixing Concrete 28 35 - Placing concrete 29 36 - Setting of concrete 29 37 - Foundation of old paving stone 30 39 - Foundation of broken stone 31 40–41 - =Sheet asphalt pavement= - General note 33 - Crude and refined asphalts 36 43–46 - Tempering agent 38 47 - Sand 38 48 - Pulverized stone 39 49 - Asphaltic paving cement 39 50 - Composition, surface mixture 40 51 - Base course 42 52–54 - Laying asphalt pavement 42 55–58 - Plant 45 59 - =Asphalt block pavement= - Sub-grade and foundation 46 60–61 - Asphalt block 46 62 - Composition and quality 46 63–64 - Laying blocks 48 66 - =Granite block pavement= - Granite blocks 50 71 - Sand cushion 51 72 - Setting blocks 51 73–74 - Filling joints 52 75 - Bridge and crossing stone 55 79 - =Brick pavement= - Sub-grade and foundation 56 80–81 - Paving brick 56 82–84 - Delivering brick 58 85 - Sand cushion 58 86 - Setting the brick 59 87–89 - Filling the joints 60 90 - =Wood-block pavement= - Sub-grade and foundation 62 92–93 - Wood-blocks 63 94 - Creosote oil 65 95 - Preservative treatment 65 96 - Laying wood-blocks 66 97 - Filling joints 68 98 - Inspection 68 99 - Expansion joints 68 101 - =Bituminous concrete pavement= - General note 69 - Sub-grade and foundation 70 103–109 - Bituminous concrete 71 110 - Mixing and laying 73 111–112 - =Hydraulic concrete pavement= - Sub-grade and foundation 73 113 - Bottom course 74 115 - Top, or surface, course 74 116–120 - Expansion joints 76 121 - Bituminous surface 77 122 - =Experimental or Untried Pavements= 78 123–126 - =Concrete Curb and Gutter= - General 80 127 - Excavation and drainage 81 128–129 - Concrete 81 130 - Weather 82 132 - Expansion joints 82 133 - Circular corners 83 134 - Steel protection 83 135 - Finishing, forms, etc. 83 136–138 - Payment for 84 139 - =Concrete Sidewalks= - General note 84 - General dimensions 84 140 - Grading 85 141 - Drainage 85 142–143 - Bottom course 86 144 - Surface course 86 145 - Expansion joints 87 147 - Weather 88 149 - Regrading 88 150 - Repairing defects 88 151 - Measurement and payment 88 152 - - - PART II - - INSTRUCTIONS TO INSPECTORS - - Introductory note 91 - General remarks, inspection and inspectors 91 - General instructions 94 1–13 - Sub-foundation work general 96 14 - curbing 97 15 - rough grading 98 16 - fine grading 98 17 - incidental work 98 18 - concrete foundation 98 19 - quality of materials 98 20 - storing materials 99 21 - proportioning 99 22 - mixing concrete 100 23 - placing concrete 100 24–25 - Old paving stone foundation 101 26 - Broken stone foundation 101 27 - Sheet asphalt pavement 101 28 - inspecting at paving plant 102 29–30 - sand 102 31–33 - refined asphalt and flux 103 34–36 - asphaltic cement 103 37 - ratio, sand and cement 104 38 - mixing 104 39 - records 104 40 - Inspecting on the street 105 41–42 - temperature of mixture 105 43 - preparing street surface 105 44 - laying binder-course 106 45 - laying surface-course 106 46–50 - Asphalt block pavement 107 51–52 - Granite block pavement 108 53 - blocks 108 54 - sand cushion 108 55 - setting the block 108 56 - ramming the blocks 109 57 - filling joints 110 58 - Brick pavement 110 - inspecting the brick 110 60 - sand cushion 111 61 - setting brick 111 62 - rolling 111 63 - filling the joints 112 64–65 - Wood-block pavement 112 - inspection of blocks 112 67 - mortar bed 112 68 - setting blocks 113 69 - filling the joints 113 70 - Bituminous concrete pavement 113 71–72 - Hydraulic concrete pavement 113 73 - foundation 113 74 - surface-course 114 75–77 - expansion joints 114 78 - care of work 114 79 - Concrete combined curb and gutter 114 - concrete 115 81 - removing forms 115 82 - corner protection 115 83 - patching 116 84 - Hydraulic concrete sidewalk 116 - materials 116 86 - drainage 116 87 - two-course work 116 88 - finishing surface 116 89–90 - - - - - PART I - SPECIFICATIONS FOR STREET ROADWAY PAVEMENTS - - - - - INTRODUCTORY - - -In addition to their value as memoranda and aids in preparing -specifications for a particular project, carefully prepared general -specifications, embodying the latest approved practice, sometimes supply -the most useful and acceptable brief treatises upon any particular -branch of engineering work. It has been partly with this thought in mind -that the following set of specifications for standard street pavements -has been prepared and is now offered to city engineers and municipal -authorities. - -To widen their range and increase their usefulness, copious foot notes -have been added, referring to alternative requirements and methods of -construction, and giving some of the reasons for the preference or -adoption of the construction called for in the specifications. It is -recognized that in a good many matters of detail embraced in these -specifications there is difference of opinion among able engineers, many -of whom are at least as competent as the writer to determine what is -best. They are not offered in a dogmatic spirit, or with the hope that -all the provisions found therein will be accepted. If they shall be of -some assistance in bringing about correct standards for such -specifications, their preparation will have been justified. - -Theoretically, three general classes of engineering specifications may -be noted. In the first, the aim of the engineer is to specify the end or -result that it is desired to secure, leaving the contractor free to -originate and follow the methods by which these results are to be -attained. In the second the engineer aims to secure the desired end by -specifying in detail the materials and the methods which in his opinion -will accomplish the purpose, he himself assuming responsibility for the -results. Either of these two classes of specifications is permissible, -and the engineer may choose the one which in his opinion seems best -adapted to the character of the work to be done, and the conditions -under which it must be prosecuted. - -In the third class of specifications, met with more frequently than they -should be, the engineer undertakes to prescribe not only the character -of the materials to be used and the methods to be pursued, but also the -results to be attained. The position thus assumed is illogical, and -often unreasonable, and may lead to complications between the engineer -and the contractor. If a contractor be required to turn out a product -which shall conform to certain standards, he may properly be given much, -if not full latitude, as to how the stipulated results shall be secured, -and may be held fully responsible for the outcome; if on the other hand -the engineer chooses to specify with more or less minuteness the -character of the materials to be used and the methods of construction to -be followed, and enforces compliance therewith, it seems fair and just -that he should assume responsibility for the results produced, and -therefore unfair to hold the contractor to responsibility for -consequences arising from the use of materials and methods which he was -allowed no choice or latitude in selecting. - -In street paving work, of well-known and standard character, the second -class of specifications seems preferable for a number of reasons, the -leading one being that the time required to develop the good or bad -quality of the work must usually extend over a considerable number of -years, and the conditions to which the pavement may be subjected in the -meantime are likely to vary so widely that it may be very difficult, if -not impossible, to prescribe a satisfactory standard of service and -endurance. Disputes are therefore liable to arise between the -municipality and the contractor as to the latter’s liability, or -conditions may make it difficult or impossible to hold the contractor to -strict account for that liability. - -It is believed that in the present state of the art it is entirely -practicable to so frame specifications for the materials to be used and -the methods to be followed in the construction of standard street -pavements, and to so enforce compliance therewith, that the engineer and -the municipality may safely assume responsibility for the quality of the -work produced. While it may be true that local conditions sometimes make -it very difficult to enforce compliance with specifications, the same -conditions are likely to make it at least equally difficult to secure -effective responsibility on the part of the contractor for any -long-period guarantee of the work done by him; and the contractor who -negligently or purposely violates the specifications during construction -is not likely to be more faithful or scrupulous in living up to any -guarantees he may make with regard to the future, even where the terms -and conditions of such guarantees may be clearly defined and -indisputable. The writer has discussed the subject of time guarantees as -applied to street pavements pretty fully in his book, “Municipal Public -Works,” and the above brief statement seems all that is necessary here. - -In conformity with this view of the matter, the following specifications -aim to set out as definitely and clearly as practicable the requirements -for the construction of good pavements of the several standard kinds, -and it is assumed that the engineer will be able to, and will enforce -them. - -It is, however, not infrequently the case that the engineer will be -called upon to prepare specifications for new, or patented, or -proprietary pavements advocated by their promoters, the value or -usefulness of which have not been sufficiently established by -experience, and for which the data for detailed, definite specifications -are not yet available. - -In such cases the wisest course to follow is to confine the precise -specifications to the general or standard parts of the work, while -stipulating only the _results to be attained_ with regard to those -features of the work that are proprietary or questionable, thus placing -upon the promoter or his contractors full responsibility for such -results as are promised or guaranteed. This applies to new or -comparatively untried materials or processes, whether patented or not. - -A proposed form of general specifications to cover such cases is offered -herein. - -It is usually unwise to adopt or to incorporate in the municipal -specifications those prepared or offered by the promoter or patentee, -which are often brief, incomplete, and indefinite, and are sometimes -carefully, and even cunningly, drawn to evade final responsibility. - -No attempt has been made to submit specifications for proprietary or -patented pavements, or those composed wholly or in part of materials -which are patented or protected by trade-marks. The owners or -contractors engaged in constructing these pavements, often, if not -usually, claim the right to dictate the material parts of the -specifications under which such work shall be done, and the municipal -engineer who is called upon to construct such pavements, must, in each -case, determine whether the specifications offered are adequate and -satisfactory, and the extent to which he feels justified in accepting -responsibility for the results. Naturally, the contractor or promoter, -even if competent to prepare specifications, cannot be expected to bind -himself within closer limits than he thinks necessary to secure the -work. In many such cases the form of general specifications for “untried -or experimental pavements” given herein might appropriately be used. - -The engineer is, in common with all men, fallible, and he can hardly -hope, in the preparation of specifications, to make them perfect; to -cover every item and particular; or to escape some ambiguities of -expression, and some degree of indefiniteness. The writer can only claim -that he has aimed, in the light of a considerable experience, to set out -as fully and definitely as practicable the requirements for the proper -construction of high-class street pavements, and has endeavored to avoid -loose or obscure terms and expressions. The ideal specification is one -that furnishes a wholly sufficient guide to the accomplishment of the -desired purpose; that provides for every possible contingency which may -arise, and is couched in language which not only means exactly what it -was intended to mean, but is incapable of any other interpretation. It -is needless to say that no example of such a perfect specification can -be instanced as a model. - -It has been the aim to make these specifications fair and just to the -contractor; that is, to require of him no impracticable or indefinite -service, or the assumption by him of risks other than those fairly -involved in the business conduct of the work. - -If the plans and specifications for any work which a contractor bids -upon are so full, specific, and clear, that he may know exactly what he -will be expected to do, and if they do not require him to assume unusual -chances and risks, he may intelligently name prices which he believes -will compensate him for the service. Having done so, his proposal having -been accepted, and a contract entered into accordingly, the engineer and -the municipality have a right both in law and equity to demand that he -will do exactly and fully what he has contracted to do. No excuses on -his part can be valid and none should be accepted. He may in all -fairness and justness be required to “toe the mark” strictly. To the -neglect to recognize and enforce these principles is chargeable the -greater part of the poor and unsatisfactory work so common in street -pavement work in our cities. Unexpected contingencies may, of course, -arise where some changes and concessions may be proper and just, but -these should be, and usually are, very rare. On the other hand, sweeping -general clauses in contracts and specifications intended to catch the -contractor “goin’ or comin’,” unnecessarily stringent stipulations which -were never intended to be strictly enforced, but were put into the -specifications with the idea that they would help hold the contractor up -to a high standard, and “one-sided” contracts intended to give the -municipality an unfair advantage over the contractor, are as inadvisable -in policy as they are wrong in principle. Nothing should be put in a -specification that is not clearly essential to secure the results aimed -at, and, this having been done, every requirement should be enforced. -The existence in specifications of requirements that are not intended to -be enforced, gives the contractor a pretext for neglecting others that -may be important. - -In these specifications will be found a number of details that are often -not regarded as important and which, when found in paving -specifications, the contractor is frequently allowed to ignore. In the -writer’s opinion, based upon his experience in street paving, every one -of these requirements is essential to the production of high-class work, -which, it is hardly necessary to argue, is, in the end, the most -economical work from the standpoint of the municipality. - -It may be argued that the adoption and enforcement of these -specifications would have the effect of raising prices. In many cases -this would doubtless prove true. Contractors are entitled to a fair and -reasonable compensation for their services. It is admitted that in some -cities the prevailing prices for some kinds of pavements are below the -actual cost of the work if it were done in a proper manner, conforming -strictly to the specifications. Illogical as it undoubtedly is, the low -price at which work is taken is sometimes considered a sufficient reason -for accepting work below standard. The consequence is that bidders not -only count upon concessions and lax enforcement of the specifications, -but bid lower and lower, expecting that further concessions will enable -them to get out with an undeserved profit. This is one of the most -serious evils in the paving business to-day, and the highest public -interests demand a thorough reform. Low first cost, desirable as it may -be, is the poorest economy if it be secured at the sacrifice of the -quality of the work. If one pavement costs twenty per cent. more than -another, but renders forty per cent. more service, it is obviously the -cheaper of the two. - -Contractors are prone to contend that this or that provision in a -specification is unusual, unnecessary or unfair. In dealing with them -the engineer should bear in mind that no requirement of a specification -that is clearly and definitely stated, so that the bidder may understand -exactly what it means and what he will be expected to do, and may frame -his prices accordingly, can be unreasonable or unfair to the contractor. -Unusual or unnecessary requirements may result in unwarrantably -increasing the cost of the work, and this may raise a question between -the engineer and the municipality employing him, but it can furnish no -occasion for questions of fairness or unfairness between the contractor -and the engineer. - -The relations that should exist between the contractee and the -contractor, and the attitude of the engineer toward the contractor have -been widely discussed and are quite well understood from both the -ethical and legal standpoint. - -It is well to bear in mind that when a contract is duly entered into, -both the parties thereto are equal before the law. Neither can impose -upon the other terms or conditions that are not clearly included in or -to be fairly inferred from the contract itself. The assumption that -either party has superior or extra rights not expressed or to be fairly -inferred from the written agreement, or in accordance with the -established rulings of the courts, is wholly without warrant. The -smallest contractor is, in this respect, upon an equal footing with the -largest city government for which he may undertake to do contract work. -It is not infrequently the case that the city assumes a superior and -dictatorial attitude not in harmony with these principles, and it is too -common for the contractor to seek to evade or to escape from clear -contractural obligations. In neither case is the action warranted by -fairness, justice, or law. - -It should be needless to say that the attitude of the engineer toward -the contractor should be one of unyielding and uncompromising -requirement that the contract and specifications shall be fully and -faithfully complied with, but at the same time one of absolute fairness -and even helpfulness to the contractor. The ideal relation, which should -be more commonly attainable than it appears to be, is that of helpful -cooperation to bring about the results the contract and specifications -were intended to secure. - -In line with the principles here outlined some observations upon the -preparation of contracts and specifications are appropriate. - -It is the general practice to include in and make a part of “The -Contract” (herein for convenience called The General Contract) all the -various documents that are supposed to relate directly to the -transaction as a whole. The separate parts of such a general contract -may vary in number or character, but the principal ones are the -following: - -1. The advertisement for proposals. - -2. Instructions to bidders. - -3. The proposal submitted. - -4. The contract proper. - -5. The specifications. - -Each of these should be drawn to cover fully and clearly its appropriate -purpose or function but _nothing more_. It is not unusual to find, even -in the instructions to bidders, stipulations that properly belong in the -contract or specifications, and it is quite common to find in the -contract proper a lot of matter that properly belongs in the -specifications only. In such cases there is liable to be more or less -confusion as to the actual meaning or requirements of the general -contract as a whole, which may lead to serious misunderstandings and -complications between the parties thereto. The several documents -composing the general contract are likely to be prepared by different -persons, looking at the transaction from different points of view, and -often not wholly familiar with the scope, intent and language of the -other documents. There is therefore a possibility, at least, of -indefinite, if not of conflicting expressions which are open to -different interpretations, particularly in the light of special or -unexpected conditions that may arise during the progress of the work or -the settlement therefor. It would tend to eliminate or avoid the -possibility of such complications if each of the several documents -confined itself strictly to its appropriate function in the general -contract. - -Advertisements for proposals may be divided into two general classes. -The one is brief in form and substance, simply stating that proposals -for a certain named work will be received at a stated place and time, -and referring those interested to documents on file at a stated place -for all further information. This is the general form adopted by the -United States War Department for the many projects carried out by -contract under its direction. A sample advertisement taken from a -current technical journal is as follows; - - TREASURY DEPARTMENT, OFFICE OF the Supervising Architect, Washington, - D. C., October 10, 1912. Sealed Proposals will be received at this - office until 3 o’clock p. m. on the 1st day of November, 1912, and - then opened, for an electric passenger elevator in the United States - post office, Bellingham, Wash., in accordance with the drawing and - specification, copies of which may be had at this office at the - discretion of the Supervising Architect. OSCAR WENDEROTH, Supervising - Architect. - -The other general class of advertisement, very commonly used by -municipal corporations, is much longer and more elaborate, giving a -condensed statement of the character of the work to be done, the -conditions under which proposals are invited and will be received, and a -schedule of the quantities of work involved, together with other -particulars. A typical example of such an advertisement, taken from the -same periodical, is here given: - - PUMPING MACHINERY—ROSELAND PUMPING STATION - - DEPARTMENT OF PUBLIC WORKS - - CHICAGO, ILL., October 2, 1912. - - Sealed proposals will be received by the City of Chicago until 11 A. - M. Wednesday, October 30, 1912, at Room 406, City Hall, for furnishing - and erecting at Roseland Pumping Station one vertical triple expansion - crank and fly wheel pumping engine of a capacity of twenty-five - million (25,000,000) gallons per day against a normal head of one - hundred and forty feet (140′). This proposal also includes the - dismantling of a similar engine now at Lake View Pumping Station, - transporting and erecting it at Roseland Pumping Station, together - with the furnishing and erection of certain auxiliaries and - appurtenances, according to plans and specifications on file in the - office of the Department of Public Works of said city, Room 406, City - Hall. - - Proposals must be made out upon blanks furnished at said office, and - be addressed to said Department, indorsed “Proposals for Pumping - Machinery, Roseland Pumping Station,” and be accompanied with Five - Thousand ($5,000) Dollars in money or a certified check for the same - amount on some responsible bank located and doing business in the City - of Chicago and made payable to the order of the Commissioner of Public - Works. - - The Commissioner of Public Works reserves the right to reject any or - all bids. A deposit of One Hundred Dollars ($100) will be required to - insure safe return of the plans. - - No proposal will be considered unless the party offering it shall - furnish evidence satisfactory to the Commissioner of Public Works of - his ability, and that he has the necessary facilities together with - sufficient pecuniary resources to fulfill the conditions of the - Contract and Specifications, provided such Contract should be awarded - to him. - - Companies or firms bidding will give the individual names as well as - the name of the firm with their address. - - L. E. McGANN, - _Commissioner of Public Works_. - -Such advertisements as this may be required by statutes or ordinances, -and in that case are, of course, proper and necessary. Even where not so -required they may be considered advantageous, because they give -prospective bidders more complete information as to the character and -magnitude of the work, and may enable them to decide at once whether -they care to pursue the matter further. But on the whole, the shorter -form of advertisement, if permissible, seems preferable, because it -refers the enquirer directly to the original and official sources of -information, the forms to be used, the contract, specifications and -estimated quantities of work, exactly as they will and must be presented -to all bidders, and as they will appear in the subsequent stages of the -transaction, and leaves, therefore, no room for possible confusion of -statements between the advertisement and the other documents. -Furthermore, the cost of the shorter form of advertisement is much less, -and this is often a matter of some importance. - -Instructions to bidders should be confined strictly to such information -and directions as the bidder may need to properly and intelligently make -up and submit his proposal in accordance with the requirements relating -thereto. This should include primarily, a reference to the contract and -specifications for all general and detailed information about the work -to be done, but should carefully avoid any statements or language that -might be construed to add to, take from, limit or modify the contract or -specifications. Perhaps the briefest and best statement of what this -document should or should not contain is that it should be so framed -that, except as a matter of record, its office and usefulness should -absolutely end with the award and signing of the contract. - -No one who is not a lawyer can presume to say just what the contract -proper should contain or cover, particularly as this may vary with the -requirements of statutes and ordinances in force in a given city. It -would seem logical and proper, however, to separate the special -functions of contracts and specifications in such a way that each should -cover a distinct field of its own, and be free from encroachment upon -the proper domain of the other. With such a conception of the proper -domain of each, one might safely say that the contract should undertake -to set out only the legal and contractural relations of the parties -thereto, and should refer to the plans and specifications for all -detailed instructions as to the actual performance of the work and the -results to be secured. - -In the preparation of specifications for any public work the main points -to be kept in mind are fulness, definiteness, and exact expression. -While brevity and conciseness are desirable qualities in any document, -they should not be secured at the expense of completeness and precision -of statement. Even the frequent repetition of words, phrases and -sentences throughout a document, where it is necessary to avoid the -possibility of misunderstanding or ambiguity, should be resorted to -freely. Exact description and definition are more important than -literary style, though they may often be successfully combined. Of -course, it is not possible or necessary to go into minute detail with -regard to every part of the work. Certain things may be safely assumed -to be required by established practice or trade usage. If, for instance, -it is specified that certain lumber shall be “dressed” this word has a -well-understood meaning in the trade and it is unnecessary to stipulate -how the dressing shall be done or its character or quality, though it -may be necessary to say whether it is to be dressed on one or more -sides. - -The proper preparation of specifications for any work involves a clear, -distinct and complete conception, determination and design of what is to -be done; of the conditions that are likely to be met with in carrying it -out; and of alternate plans that these conditions may necessitate. This -may not always be possible, for the engineer is not omniscient. But -careful study and maturity of design will enable him to avoid the great -majority of such indefinite expressions as “or in such other manner as -the engineer may direct,” “in accordance with the instructions of the -engineer,” etc. A great many of the items to which such expressions are -intended to and do apply in practice, could be definitely settled before -the specifications are prepared and thus all uncertainty on the part of -both engineer and contractor be avoided. To illustrate: specifications -for block pavement commonly stipulate that the blocks shall be set in -rows running at right angles to the axis of the street, except at street -intersections, where the engineer may direct them to be laid at a -different angle. There is usually no good reason why the engineer should -not determine beforehand at which, if any, street intersections the -general rule should be changed and so state in the specifications. These -may be and usually are unimportant matters which may not much affect one -way or the other the cost to the contractor. But they often prove -otherwise, and the contractor is entitled to know when he submits his -proposal just what he will be required to do. Of course it may develop -during the progress of the work that changes from the original plan will -become necessary, but these should be provided for in some such definite -and previously stipulated manner as outlined in Sect. 3 of the following -specifications. - -The practice of inserting, either in the specifications or the contract, -a clause making the engineer judge and arbiter in any differences that -may arise between the city and the contractor, and providing that his -decision in all such cases shall be final, is as unwise as it is often -illegal. Such clauses are based on the assumption that the engineer is a -competent as well as a disinterested party in the transaction, an -assumption that is usually wholly wrong, though to their honor it may be -said that the confidence thus reposed in engineers is seldom abused. But -the fact is that the engineer is never actually a disinterested party. -He is employed and paid by the city to look after its interests, and is -under no obligations to the contractor other than those named in the -contract and specifications and his sense of justice, propriety and -professional honor. He would be recreant to his duty if in all nicely -balanced matters of doubt he did not espouse the side of his employer. -Moreover, his personal interests are often involved. Having prepared the -plans, specifications and estimates for the work, he is naturally and -properly anxious that it shall be successful and that the cost shall not -exceed that estimated. Under all these conditions it is hardly possible -for any human being to be a wholly disinterested and unprejudiced judge. -No broad-minded and conscientious engineer desires to be placed in such -a difficult position, and it is as unfair as it is unwise and improper -to require him to assume it. - -There are, however, a number of matters of fact in reference to which it -is proper and necessary to make the judgment and decision of the -engineer controlling and final, unless it may be shown that his decision -is clearly erroneous or affected by improper motives, or by fraud. Some -one must necessarily be made the immediate and final judge as to whether -the quality of materials and workmanship is in accordance with the -requirements of the plans and specifications, and as to the quantity of -work actually performed, and these duties and responsibilities are very -properly placed upon the engineer. - -It not infrequently occurs that specifications are not drawn as clearly -as they should be in the matters of methods of measuring the work and of -applying contract unit prices, and indefiniteness and carelessness in -this regard are often a source of misunderstanding and dispute between -the engineer and the contractor. It is a good practice, followed by many -able engineers, after specifying how a certain part of the work shall be -done, to state how it shall be measured and paid for at the contract -unit prices. - -In many respects it is desirable that all the work to be done under -contract should be quite fully itemized, and a unit price named for each -kind of work. It is the custom in many cities to name only certain -leading items of the work to be done under a paving contract, as for the -pavement complete, furnishing and setting new curbing, redressing and -resetting old curbing, and possibly a few other leading items, and to -require that all necessary incidental work shall be done by the -contractor without cost to the city; or, in other words, he must take -this possible extra work into consideration in naming his unit prices -for the leading items of the work. As the quantity of this incidental -work is often not stated, and the contractor has no means of -ascertaining it, he must guess, as intelligently as he may be able, how -much he should add to his unit prices to cover its cost. If he is a -prudent contractor he will be sure to add enough to prevent any possible -loss on this account. In most cases the quantities of this incidental -work can be determined and scheduled by the engineer with the more -important items, and the contractor may be required to name unit prices -for it. True, there are likely to develop during the progress of the -work some items that could not be foreseen or that were overlooked. In -some cities such contingencies are provided for by a clause in the -contract or specifications scheduling, by name, all the incidental minor -items of work that experience has shown are likely to be met with in -street paving contracts, and naming fair unit prices which the -contractor will be paid for each, should it occur. The contractor may -then feel assured that however much the quantity of such incidental work -may vary, he will receive compensation proportionate thereto, and he may -name his prices for the main items with more confidence. Under such -conditions it is reasonable to expect closer figures than he would be -willing to name if an unknown quantity of incidental work for which no -separate pay is provided had to be taken into consideration. - -Sub-division of unit prices is also desirable in order that the engineer -may be able to analyze and record the elements that make up the -aggregate cost of the work. Thus, in the case of the construction of a -new sheet asphalt pavement it is common to ask for a single price for -the pavement complete, including a five year guarantee. Now the work -will consist of several distinct operations or kinds of work for each of -which a separate price might be named: - -1. The grading of the street and preparation of the sub-grade. The -quantity of this work will vary on different streets and is best -reckoned by the cubic yard of material excavated. - -2. A price, either per cubic yard or per square yard for the concrete -foundation. - -3. A price per square yard for the asphalt pavement proper. This might, -if desired, be sub-divided into separate prices for the base-course and -the surface-course. - -4. A price per square yard for guaranteeing the pavement for five years. - -Such sub-division would, it is true, increase the work of final -computation but if of no other value, the detailed costs would be a -great aid to the engineer in estimating the reasonable cost of future -work where the relative quantity of these detailed parts varied. - - - - - SPECIFICATIONS - - - For Grading and Paving, or Repaving - - with.. ........ ........ .............. .... Pavement - on a... ......... .......... ...... Foundation, the Roadway - of..... ........ ........... ............ . ............ - Street, from...... .......... ............. ............. - to. ....... ....... ........... ............ ........ - together with work incidental thereto. - - - GENERAL DESCRIPTION OF WORK - -The work embraced in and to be done under this contract consists of -grading the entire street from curb to curb between the limits named, -including the removal or readjustment of the pavement now on the -roadway, setting and resetting curbing, laying or relaying sidewalks -where required, furnishing all new material and performing all the labor -required for paving the roadway, together with all incidental work -necessary to complete the whole in a proper manner, in accordance with -the contract, the plans on file in the office of the City Engineer, -these Specifications and the instructions of the City Engineer, herein -referred to as the Engineer, or his authorized agents. - - - REFERENCES - -The numbered divisions of these specifications are herein designated as -“sections,” each being referred to by the number standing at its -beginning. Where reference is herein made to any such section number it -shall be considered equivalent to a quotation of that section. - -The plans and drawings relating to this work, on file in the office of -the City Engineer are designated as ... - -=1. Authority.=—Wherever, in these specifications, the words, the City, -are used, they shall be understood to refer to the duly constituted -municipal government of the city of ... or its authorized agents, acting -within the authority specifically conferred upon them by the said -municipal government.[1] - -Wherever, in these specifications, the words, the Engineer, shall be -used, they shall be understood to refer to the City Engineer of said -city, or his deputies or assistants, acting within the authority -conferred upon them by the City Engineer. - -But no agent of the city shall have power to revoke, alter, enlarge or -relax the stipulations or requirements of these specifications, except -in so far as such authority may be specifically conferred in or by the -specifications themselves, without the formal authorization so to do, -conferred by the contract of which these specifications are a part, or -by ordinance, resolution or other usual official action of the city.[2] - -=2. Interpretation.=—In case of any actual or alleged disagreement or -discrepancy between the contract, these specifications, and the plans -for the work on file in the office of the Engineer, the language and -provisions of the contract shall take precedence and prevail; and the -Engineer shall determine in each case whether the specifications or the -plans shall be followed. - -=3.= The Engineer shall have the right to make such changes in the plans -and specifications of the work as he may deem necessary or desirable or -to provide for unexpected conditions or contingencies that may develop -at any time after the signing of the contract, or during the progress, -or before the final acceptance of the work; provided that all such -changes do not involve an aggregate increase or decrease in the cost of -the work, as shown by his estimates, of more than ten (10) per cent. The -contractor shall accept such changes when made, as a part of the -original contract and specifications, subject to all the provisions and -conditions thereof. But before any such changes shall become valid and -before the contractor shall begin the particular work involved in such -changes, the increased or decreased cost of the work by reason of such -changes, above or below what it would have been under the original plans -and specifications, shall be agreed upon in writing between the engineer -and the contractor. And when the whole work, including such changes, -shall have been completed and accepted by the engineer, the sum or sums -so agreed upon shall be added to or deducted from the sum that would -have been due the contractor if no such changes had been made. - -=4. Quality of Material and Work.=—The judgment and decision of the -Engineer as to whether the materials supplied and the work done under -this contract comply with the requirements of these specifications, -shall be conclusive and final. No material shall be used in the work -until it has been examined and approved by the Engineer, or his -authorized agents. All rejected material must be promptly removed from -the work and replaced with that which is acceptable to the Engineer, and -all improper or defective work must be corrected, and, if necessary, -removed and reconstructed so as to comply with these specifications and -the instructions of the Engineer. - -In all matters of detail not specifically covered by the specifications -the work shall be well and skillfully done in accordance with the best -trade or art customs and standards for work of like character and -purpose. - -=5. Inspection.=—The Engineer may provide for the inspection, by -assistants and inspectors under his direction, of all materials used and -all work done under this contract. Such inspection may extend to all or -any part of the work, and to the preparation or manufacture of materials -to be used, whether within the limits of the work on the street, or at -any other place. The Engineer and his inspectors shall have free access -to all parts of the work, including mines, quarries, manufactories, or -other places where any part of the materials to be used is procured, -manufactured or prepared. The Contractor shall furnish the Engineer all -information relating to the work and the material therefor which the -Engineer may deem necessary or pertinent, and with such samples of -materials as may be required. The Contractor shall, at his expense, -supply inspectors with such labor and assistance as may be necessary in -the handling of materials for proper inspection. Inspectors shall have -authority to reject defective material and to suspend any work that is -being improperly done, subject to the final decision of the Engineer. -Inspectors shall have no authority to permit deviations from, or to -relax any of the provisions of these specifications without the written -permission or instruction of the Engineer; nor to delay the Contractor -by failure to inspect materials and work with reasonable promptness. - -The payment of any compensation, whatever may be its character or form, -or the giving of any gratuity, or the granting of any valuable favor, by -the Contractor to any inspector, directly or indirectly, is strictly -prohibited, and any such act on the part of the Contractor will -constitute a violation of these specifications.[3] - -=6. Injuries to Persons and Property.=—The Contractor shall be held -alone responsible for all injuries to persons, and for all damages to -the property of the city or others, caused by or resulting from the -negligence of himself, his employees or agents, during the progress of, -or connected with the prosecution of the work, whether within the limits -of the work, or elsewhere. He must restore all injured property, -including sidewalks, curbing, sodding, pipes, conduits, sewers and other -public or private property to a condition as good as it was when he -entered upon the work. - -=7. Sanitary Conveniences; Nuisances.=—The Contractor shall provide all -necessary privy accommodations for the use of his employees on the -street, and shall maintain the same in a clean and sanitary condition. -He shall not create nor permit any nuisance to the public or to -residents in the vicinity of the work. - -=8. Public Convenience.=—No material, or other obstruction shall be -placed within five feet of fire hydrants, which must be at all times -readily accessible to the Fire Department. - -During the progress of the work the convenience of the public and of the -residents along the street must be provided for as far as practicable. -Convenient access to driveways, houses and buildings along the street -must be maintained wherever possible. Temporary approaches to and -crossings of intersecting streets and sidewalks must be provided and -kept in good condition, wherever practicable. - -=9. Barriers, Lights, Watchmen.=—The Contractor shall provide and -maintain such fences, barriers, “street closed” signs, red lights, and -watchmen as may be necessary to prevent avoidable accidents to residents -and to the public. - -=10. Disorderly Employees.=—Disorderly, intemperate, or incompetent -persons must not be employed, retained, or allowed upon the work. -Foremen or workmen who neglect or refuse to comply with the instructions -of the Engineer, shall, at his request, be promptly discharged, and -shall not thereafter be re-employed without his consent. - -=11. Order and Progress of Doing Work.=—The work under this contract -shall be prosecuted at as many different points, at such times, and in -such sections along the line of the work, and with such forces as the -Engineer may from time to time deem necessary, and direct, to secure its -completion within the contract time. Not more than one thousand (1,000) -linear feet of the street shall be torn up, obstructed or closed to -travel at any one time without the written permission of the Engineer. -Completed portions of the pavement shall be opened to travel as directed -by the Engineer, but such opening shall not be construed as an -acceptance by the City of the work done. Where thus opened to public -travel by the direction of the Engineer, the Contractor will not be held -responsible for injuries to the work caused by such travel or public -use, pending the final completion and acceptance of the whole work. - -=12. Grade and Contour of Pavement.=—Roadway pavements shall be laid to -such grades, crown and contour of surface as the plans may show or the -Engineer may direct, and the surface of the completed pavement shall -conform accurately to such grades, crown and contour. The designed -surface of the completed pavement shall be considered as the datum or -plane of reference in fixing the location or level of the sub-grade, of -the pavement foundation, and of structures connected therewith. It will -be hereafter referred to in these specifications as “The pavement -datum.” - -=13. City Monuments or Stakes.=—The Contractor must carefully protect -from disturbance or injury all city monuments, stakes and benchmarks, -and shall not excavate nearer than five feet to any of them without the -permission of the Engineer; or until they have been removed, witnessed, -or otherwise disposed of by the Engineer. - -=14. Old Material.=—All material or structures removed from the street -and not required for the new construction, but which the city may desire -to reserve, shall be delivered and neatly piled up in a corporation yard -or elsewhere, by the Contractor, as the Engineer may direct. Such -reserved material shall be considered in the custody of the Contractor -until delivered at the place designated, and he will be held responsible -for its care and protection, and must make good any losses occasioned by -damage, theft, or misappropriation while it is on the street or en route -to the place of storage. If the Contractor shall be required to haul -such reserved material more than one-half mile, he shall be paid a -reasonable price, to be agreed upon in advance, for the haul exceeding -that distance. - -Material taken from the work which is to be used in the new construction -shall be compactly piled where it will least obstruct the sidewalks or -adjoining sections of the street, and properly protected by the -Contractor until it is required for use. - -All old material removed from the work, including the material excavated -in preparing the sub-grade, not reserved by the City nor to be used -again in the work, shall belong to the Contractor and must be removed by -him from the street as promptly as possible. It must not be placed on -the sidewalks or adjacent streets, nor on any other street or property -belonging to the City, nor on the property of private owners, without -the written consent of the Engineer, or the owner of the property. - -=15. Storage of New Material.=—The material for construction when -brought upon the street shall be neatly piled so as to cause as little -obstruction to travel as possible, and so that it may be conveniently -inspected. - -=16. Rebuilding and Adjusting Street Structures.=—Catch basins, manhole, -sewer and water frames and covers, sewer inlets, water pipes and other -conduits, belonging to the City and within the limits of the work, -shall, if necessary, be reset to the new lines and grades of the street -and for this purpose good brick masonry of the original thickness, laid -in Portland cement mortar shall be used. Great care must be taken to set -all such structures as project through the pavement exactly to the grade -and contour of the new street surface, and any defects in the conformity -of such structures to the pavement datum, discovered at the time, or -during the progress of the work, or during the guaranty period, -stipulated in Sec. 25 shall be promptly remedied by the Contractor. - -=17. Clean Sidewalks.=—During the progress of the work, the sidewalks -and portions of the street adjoining the work, or in its vicinity, must -not be obstructed or littered more than may be absolutely necessary, and -the adjacent sidewalks must be kept clean. - -=18. Connection With Existing Pavements or Streets.=—Wherever a new -pavement joins or abuts against an existing pavement of a different -kind, or an unpaved street, either at the end of the new pavement or at -cross or intersecting streets, a line of stone headers shall be provided -and set. The stone shall be of sound, hard limestone, sandstone, granite -or bluestone, free from injurious imperfections. The separate stones -shall be not less than three (3) feet long, at least eighteen (18) -inches deep, not less than four and one-half (4½) inches wide at the -top, nor less than three (3) inches wide at the bottom. The top shall be -of uniform width for each line of headers, and shall be dressed square -and even. The ends shall be dressed to secure a joint not wider than -one-half (½) inch for a depth of six inches from the top, and the sides -dressed so as to secure good contact and close jointing with the -pavement. The stones shall be set accurately with their tops at the -pavement datum, on a bed of concrete nine (9) inches wide and six (6) -inches deep, and after being set the trench shall be filled and rammed -full of gravel or crushed stone. - -All existing pavements adjoining or abutting against the new pavement, -with their crosswalks, curbs, and gutters, shall be adjusted, or taken -up and relaid, to conform to and connect with the pavement datum, to -such an extent as the Engineer may direct. - -Where the new and adjoining pavement are of the same kind, and headers -are not used, the new and the old pavement must be properly joined and -connected, as the Engineer may direct. - -Stone headers will be paid for by the linear foot at the contract price -for that item, and the other work embraced in this section will be paid -for at the contract prices for the several items, where such contract -prices are provided; otherwise the work shall be considered as -incidental work and shall be done at the expense of the Contractor. - -=19. Curbing to be Completed in Advance.=—The setting of all new curbing -and guttering and the redressing, resetting or readjustment of all old -curbing must be completed at least 100 feet in advance of the -construction of the street foundation. - -=20. Final Cleaning Up.=—Immediately after the completion of the work or -any consecutive portion of it, the Contractor shall remove from it all -unused material, refuse and dirt placed by him on, or in the vicinity of -the work, or resulting from its prosecution, and restore the street to a -condition as clean as before the work was begun; and the new pavement -shall be properly cleaned. - -=21. Measurements and Computations.=—Unless otherwise distinctly -provided in the contract and specifications, measurements, computations -and payments will be based upon the actual quantities of completed work, -customary or conventional methods of measurement and computation to the -contrary notwithstanding. - -The area of street pavement shall be reckoned in square yards of -completed pavement surface, deducting manholes, inlets and other -openings in the surface of the pavement having an area of over three (3) -square feet. Unless separately paid for under the contract, stone -headers and crosswalks will be measured as a part of the pavement -surface. - -=22.= The price for the pavement per square yard shall, unless otherwise -stated herein, include the preparation of the sub-foundation, the -construction of the foundation, the cushion course, and the pavement -complete, including all the materials and labor required therefor. - -=23. Incidental Work at Contractor’s Expense.=—All the work to be done -by the Contractor for which specific unit prices are not named in the -contract, specified and enumerated in Sections 4, 5, 6, 7, 8, 9, 12, 13, -14, 15, 16, 17, 18, 19, and 20, as well as any minor details of work not -specifically mentioned in the specifications, but obviously necessary -for the proper completion of the work, shall be considered as -incidental, and as being a part of and included with the work for which -prices are named in the contract. The Contractor will not be entitled to -any extra or additional compensation therefor. - -=24. Extra Work.=—The City may require the Contractor to furnish such -additional materials and to do such additional work, not provided for in -the contract and these specifications, but which may be found necessary -or pertinent to the proper prosecution and completion of the work -embraced in the contract, at prices to be agreed upon in writing, in -advance. But no work other than that included in the contract and these -specifications and which is covered by and to be paid for at the prices -named in the contract, shall be done by the Contractor except upon a -written order from the Engineer, which order shall describe the work to -be done and name the compensation agreed upon therefor. In the absence -of such written order from the Engineer the Contractor will not be -entitled to payment for any such additional or extra work. - -In the same manner the city may omit or dispense with items or parts of -the work, by previous agreement with the contractor, and a like written -order by the engineer. But such additions, omissions or alterations -shall not together increase or decrease the aggregate cost of the whole -work more than fifteen per cent. (15%). Any changes in the plans, -specifications, character of material used or method of doing the work -that may increase or decrease the aggregate cost of the work more than -fifteen per cent. (15%) may be authorized and validated only by a -formal, supplemental contract, regularly executed by all the parties to -the original contract.[4] - -=25. Guaranty.=[5]—The Contractor shall guarantee that all the materials -used and all the work done under this contract shall fully comply with -the requirements of these specifications, the plans herein before -referred to and the instructions of the Engineer. Any defects in the -completed work, or any part of it, or any failure of the work to fully -perform or endure the service for which it was intended, which, in the -opinion of the Engineer, are attributable to the use of materials, -skill, or workmanship not in compliance with the said specifications, -plans and instructions, within a period of ... years after the date of -the certificate of completion and acceptance, shall be regarded as prima -facie and conclusive evidence that the Contractor has failed to comply -with the said specifications, plans and instructions. And the Contractor -shall, at his own expense, at such time and in such manner as the -Engineer may direct, repair or take up and reconstruct any such -defective work, in full compliance with the original specifications, -plans and instructions. And as surety for the performance of this -guaranty the Contractor’s bond, required by the contract, shall remain -in full force until the expiration of the period of ... years above -stipulated in this section. - - - PREPARING THE SUB-GRADE - -=26. Grading.=—The whole area to be occupied by the pavement and its -foundation shall be excavated or filled up to a sub-grade at such an -elevation that after being compacted by the roller, the surface will -be ... inches below the pavement datum, and truly parallel thereto. In -excavating, the earth must not be disturbed below the sub-grade. Plowing -will not be permitted where the depth of earth to be removed is less -than five (5) inches, and in no case must the plow be allowed to -penetrate to within less than one inch of the sub-grade. Places that are -found to be loose, or soft, or composed of unsuitable material, below -sub-grade, must be dug out and refilled with sand, or other material as -good as the average of that found on the street. - -Where the natural surface of the ground shall be below the sub-grade, or -shall become so by the removal of old pavement or other structures, it -must be filled to the sub-grade in layers not exceeding five inches in -depth, and each layer shall be thoroughly rolled or rammed before the -next layer is placed upon it, and when the filling is completed the -filled area must be properly trimmed and compacted by rolling or ramming -to the true sub-grade, as in excavation. The material excavated from the -street may be used for such filling, provided it be of suitable quality. -Where it cannot be thus procured from the street it must be obtained by -the Contractor elsewhere, in which case the actual quantity so obtained, -measured after it is compacted in the street, will be paid for at the -contract price for “earth filling.” The price bid for “earth excavation” -will be paid for all material excavated above the sub-grade, measured in -place on the street, which price includes the cost of disposing of the -excavated material, whether as waste or filling, and of trimming and -rolling or ramming the sub-grade, and of making it ready for the -pavement foundation. - -After the excavation is completed and the surface neatly trimmed, the -whole area shall be well compacted by rolling with a roller weighing not -less than five tons. Areas inaccessible to the roller shall be rammed -until they are as well compacted as the rolled surface. When the rolling -is completed the surface must be nowhere more than three-fourths inch -below, nor more than three-eighths inch above the true sub-grade. If, -after the rolling is completed and before the pavement foundation is -laid, the surface shall become disturbed in any way, it must be replaced -and properly compacted. - -Where the soil composing the sub-foundation is found to be wet or -“springy,” a system of soft tile drains, discharging into the street -drainage system, shall be constructed by the Contractor, as directed by -the Engineer. The tile shall be laid in trenches about one foot wide and -from one to two feet deep. After the tile is in place the trenches shall -be filled with crushed stone or gravel, well compacted by tamping. The -tile will be paid for per linear foot at the contract price for the -same, which price shall include the cost of excavating and refilling the -trenches with crushed stone. - - - PAVEMENT FOUNDATION - -=27.= Pavement foundation shall consist of hydraulic concrete, or of old -pavement stone relaid, or of broken stone or gravel, as may be herein -specified, constructed upon the sub-grade.[6] - - - HYDRAULIC CONCRETE FOUNDATION - -=28. Concrete.=—Concrete shall be composed of Portland cement, sand, -broken stone and water. - -=29. Portland Cement.=[7]—Portland cement shall be defined as the -pulverized product resulting from the calcination to incipient fusion of -an intimate mixture of properly proportioned argillaceous and calcareous -materials, and to which no addition greater than three per cent. has -been made subsequent to calcination. - -=Specific Gravity.=—The specific gravity of the dry cement at a -temperature of two hundred and twelve (212) degrees F. shall not be less -than 3.10. - -=Fineness.=—It shall be pulverized to such fineness that not more than -eight (8) per cent. shall fail to pass a number one hundred (100) sieve -and not more than twenty-five (25) per cent. shall fail to pass a number -two hundred (200) sieve. - -=Time of Setting.=—At the temperature of sixty (60) degrees F. mortar -made of neat cement shall not begin to set in less than thirty (30) -minutes, nor set hard in less than one hour, but must set hard within -ten (10) hours. - -=Strength.=—When thoroughly mixed dry with clean, sharp, moderately -coarse sand, in the ratio by weight of one part cement to three parts of -sand, and then made into stiff mortar, briquets made from this mortar -and exposed for one day to moist air and immersed in water for the -balance of the periods named below, shall develop a tensile strength per -square inch not less than the following: - - In seven days 175 pounds. - In twenty-eight days 250 pounds. - -=Constancy of Volume.=—When subjected to standard tests for constancy of -volume, the cement shall show no tendency to swell or crack. - -=Composition.=—The cement shall not contain more than one and -three-fourths (1.75) per cent. of anhydrous sulphuric acid, nor more -than four (4) per cent. of magnesia. - -=Tests.=—Cement tests shall be conducted in accordance with the methods -recommended by the “Committee on Uniform Tests of Cement” of the -American Society of Civil Engineers. - -=Conditions.=—All cement shall be supplied in original packages with the -brand of the manufacturer marked on each package. It shall be protected -during transportation from rain and moisture. It shall be delivered upon -the work at least ten (10) days (exclusive of Sundays and holidays) -before it is to be used, in order to allow of proper inspection, and the -contractor shall furnish all necessary facilities for such inspection. -Brands of cement without established good reputation, or not heretofore -used in the City of ... may be rejected; or they will be accepted only -after they satisfactorily pass the 28–day test. Rejected cement must be -at once removed from the street. - -=30. Sand.=—Sand for concrete shall be composed of grains not softer -than hard limestone. It shall be moderately coarse and preferably made -up of grains of varying size producing a mass with low percentage of -voids. It shall not contain, in all, more than seven (7) per cent. by -volume of clay, loam, mica scales, silt, or other objectionable -inorganic matter, nor more than one (1) per cent. of organic matter. - -=31. Broken Stone.=—Broken stone for concrete shall be of hard and sound -limestone or other stone equally hard and durable, broken to a roughly -cubical form. It shall be screened through efficient revolving screens, -and only such fragments as have passed through circular screen openings -two and one-half (2½) inches in diameter, shall be used. If the crushed -dust and fine fragments be not screened out, the stone must be so -handled that the fine material will be evenly distributed through the -mass when it reaches the concrete platform or mixer.[8] - -=32. Water.=—Water used for concrete shall be fresh, and reasonably -clean. - -=33. Care and Handling of Concrete Material.=—Cement must not be allowed -to become wet or damp. It shall be stored until used, whether in -storehouses or on the street, so that no part of the packages shall be -nearer than four (4) inches to the ground or pavement, and shall be -effectually covered so that rain cannot reach it. Sand and stone, if -stored on the street, shall be on lumber floors.[9] The stone shall be -thoroughly wetted a sufficient time before being placed in the concrete -to allow any surplus water to drain away, but shall remain moist where -it reaches the concrete platform or mixer. - -=34. Ratio of Concrete Materials.=—Concrete will be composed of one part -Portland cement, ... parts of sand and ... parts of broken stone, and -the proper quantity of water, all measured by volume.[10] The unit of -measurement shall be the barrel of cement which shall be considered as -containing four (4) cubic feet. The materials shall each be measured in -such manner and with such accuracy that the quantities used will not -vary more than seven (7) per cent. from the quantities required in the -ratio named above for each batch of concrete. - -=35. Mixing Concrete.=—If mixed by hand, concrete shall be mixed on -platforms of iron or wood of sufficient size to admit of proper -manipulation of the concrete. The sand shall be first spread evenly over -the platform and the cement evenly distributed over the sand. These two -materials shall then be mixed dry until a uniform and homogeneous -mixture is secured. Sufficient water shall then be added and the mixing -resumed and continued until a mortar of uniform consistency and texture -is produced and distributed in an even layer over the platform. The -stone shall then be distributed over the mortar and mixed therewith -until the mortar is evenly distributed through the mass and every -fragment of stone is well coated with mortar, sufficient additional -water being added as the mixing progresses to produce a rather wet, but -not sloppy, concrete.[11] Machine mixing of concrete will be preferred, -provided the machine used secures equal accuracy in the ratios of -materials and equally as good mixing as prescribed above for -hand-mixing. Machine-mixed concrete must be delivered from the machine -upon a wood or metal platform, or directly into barrows. - -=36. Placing the Concrete.=—Concrete shall be placed on the sub-grade in -such a manner as to prevent as far as possible the separation of the -mortar from the stone. It shall be evenly distributed in a single -horizontal layer of such depth that, after ramming, it will be not less -than ... inches thick. Immediately after being so placed it shall be -well rammed until a compact mass is produced with its upper surface -parallel to and ... inches below the pavement datum. Depressions that -may appear during the ramming may be filled with concrete of the same -composition as used for the foundation, except that smaller-sized stone -shall be used; mortar alone must not be used for this purpose, nor shall -the upper surface of the concrete be plastered with mortar. The surface -of the concrete shall not be broomed or troweled.[12] - -=37. Setting of Concrete.=—After the concrete is completed it shall -remain undisturbed until it be firmly set. The time allowed for setting -shall not be less than five days, and as much longer as, in the judgment -of the Engineer, may be necessary, depending upon the temperature of the -weather and the setting qualities of the cement. During this period no -hauling or traveling over the concrete must be permitted unless its -surface be first protected by a covering of plank. The Contractor shall, -if necessary, keep the concrete moist by wetting it, with hose, or -otherwise, until twenty-four (24) hours before it is to be covered with -the pavement surface. - -=38. Measurement of Concrete.=—Concrete will be measured and computed in -cubic yards as found completed on the street, the thickness being taken -as ... inches. The contract price for concrete foundation covers the -cost of providing all the materials required, making, placing and -ramming the concrete, and keeping it moist for the necessary period. - - - FOUNDATION OF OLD PAVING STONE - -=39.= Foundations made of old stone paving blocks shall be constructed -as follows: - -Upon the sub-grade prepared as specified in Section 26, shall be spread -a layer of good sand to an even depth of one and one-half (1½) inches. -The paving blocks, whether taken up from the street to be paved, or -brought from other streets or storage yards, shall be cleaned of all -adhering earth, dirt and street refuse. The blocks shall then be set on -the bed of sand, on edge, perpendicular to the grade, with their long -dimension at right angles to the line of the street, in courses composed -of stones of the same width, extending entirely across and at right -angles to the axis of the street. Stones in adjoining courses shall -break joint at least two inches. Joints between courses or stones, or -along the curbstones, shall not exceed one inch in width. The stone -shall be fitted closely around manholes or other structures in the -street. The stones shall be so set in the bed of sand that after being -rammed as hereafter specified, their tops shall be at the proper grade. -After being thus set in place the stone shall be rammed with paving -rammers having wooden faces and weighing not less than thirty (30) -pounds, so as to force each stone to a good bearing in the sand below, -and to bring its top to a uniform grade, parallel to and ... inches -below the pavement datum. No stone shall project more than one-fourth -(¼) inch above the proper grade, and stones whose tops, after ramming, -are more than one-half (½) inch below such grade, shall be raised, -additional sand placed under them, and reset and re-rammed to the proper -grade and bearing. After the ramming shall have been completed, the -joints between the stones shall be filled with mortar. The mortar shall -be composed of Portland cement and sand, complying with the -specifications for these materials in Sections 29 and 30. One part of -cement and three parts of sand, by volume, shall be thoroughly mixed -dry, and then made into mortar with sufficient quantity of water to -produce a mortar of such consistency that it will just flow freely into -the joints between the stones. All the joints between the stones must be -completely filled with this mortar before it has begun to set. The -mortar filling shall be brought even with, but not above, the tops of -the stones. After the filling is thus completed, the foundation must -stand undisturbed until the mortar shall have set firmly, in no case -less than five days. The mortar must be kept moist during the period -allowed for setting.[13] - -Old stone foundation will be measured in square yards, in place after -completion. The contract price includes the cost of handling and -cleaning the stone, supplying and placing the bed of sand, setting and -ramming the stone, supplying the materials for, making and placing the -mortar in the joints and watering the street while the mortar is -setting. Where stone is procured from other streets, or from storage -yards, the Contractor will be required to load, haul and unload them, -and will be allowed for this service a price of ... cents per cubic yard -for loading and unloading, plus ... cents per cubic yard for each -one-half mile, or fraction thereof, over which they are hauled by the -nearest practicable route, the measurement to be made after the stone is -set in the street, without deduction for joints. - -=40. Broken Stone Foundation.=—The sub-grade for broken stone foundation -shall be prepared as specified in Section 26, except that the rolling -may be omitted at the option of the Contractor. The broken or crushed -stone shall be of hard, durable stone. The foundation shall have an -aggregate thickness of ... inches and shall be constructed in two -courses, as follows: - -The broken stone used in the first course shall be of such size that it -will all pass through a screen having openings three (3) inches in -diameter, and will all be retained on a screen having openings one (1) -inch in diameter. This stone shall be evenly spread over the sub-grade -to such a thickness that after being thoroughly consolidated by rolling, -its upper surface shall be three-fourths inch below, and parallel to the -surface of the foundation when completed. It shall then be rolled with a -road-roller weighing not less than ten (10) tons until the stone is -thoroughly compacted. - -The second course, composed of screenings, all of which shall have -passed through a screen with openings one inch in diameter, shall then -be spread over the first course and well raked into the voids of the -first course. It shall then be thoroughly wetted, and shall be rolled -with the ten-ton roller until the fine stone is driven into the -interstices of the first course and the whole thoroughly consolidated, -the wetting being repeated while the rolling continues. Additional -screenings shall be added and rolled in where necessary to bring the -surface to the proper elevation. When completed, the top surface of the -foundation shall be ... inches below, and parallel to the pavement -datum. No part of the upper surface of the completed foundation shall -project more than one-fourth (¼) inch above, nor shall it be more than -one-half (½) inch below the grade and contour above specified. - -Gravel of a quality satisfactory to the Engineer may with his written -consent be substituted for broken stone. If of assorted sizes, such as -will compress into a mass having not more than thirty (30) per cent. of -voids, the foundation may be constructed in a single layer, graded, -watered and rolled, as prescribed above for broken stone.[14] - -=41. Measurement.=—Broken stone and gravel foundation will be measured -and computed by the cubic yard in the street as completed, without any -allowance for consolidation by the roller or for settlement into the -sub-grade, the thickness being taken as ... inches. The contract price -for it shall cover the cost of supplying the material, placing it on the -street, and grading, watering and rolling it. - - - - - SHEET ASPHALT PAVEMENT - - -_Note._—A number of distinct varieties of asphalt are now used for -asphalt pavements, either alone or mixed. These different varieties -differ from each other quite widely in their physical and chemical -properties. Thus, in the form called “refined asphalt” some of their -properties are shown by the following table, the data for which is taken -from the second edition of Richardson’s “The Modern Asphalt Pavement.” - - COMPARATIVE PROPERTIES OF DIFFERENT REFINED ASPHALTS - - ─────────────────────────────────────────────────────────────────────── - Trinidad, Bermudez, Maracaibo, Calif. Gilsonite, - average average average of “D” average of - of two six grade, two - samples samples average samples - of two - samples - ─────────────────────────────────────────────────────────────────────── - Softens, degrees F. 180 165 225 132 280 - Flows, degrees F. 190 175 236 151 300 - Penetration at 78° F. 7 24 21 48 0 - Loss, heated to 325° 1.1 3.7 3.2 1.7 1.6 - for 7 hours, %. - Loss, heated to 400° 4.0 8.8 5.5 7.1 2.6 - for 7 hours, %. - Bitumen soluble in 56.5 95.5 93.9 99.3 99.4 - CS_{2}. - Inorganic, other than 36.5 2.2 2.9 0.3 0.5 - bitumen. - Bitumen soluble in 35.6 65.6 51.1 69.6 47.2 - naphtha. - Bitumen sol. in 98.7 99.0 93.2 95.7 99.8 - carbon - tetra-chloride. - Fixed carbon. 10.8 13.7 17.2 17.6 13.2 - ─────────────────────────────────────────────────────────────────────── - -The practice has been heretofore, and is at the present time, to attempt -to make specifications for asphalt pavements broad enough to include all -the various varieties of asphalts, under general requirements which -shall admit these, and any new varieties that may appear on the market -suitable for the purpose, the object being to permit a wide range of -competition. This makes it exceedingly difficult if not impossible to -frame specifications that shall be sufficiently explicit and at the same -time sufficiently broad to admit these several differing materials. This -practice has been adhered to in these specifications, though in this -respect they are far from satisfactory to the author. So long as it -continues to be the policy of cities to admit these various varieties of -bitumen under the same general requirements for crude and refined -material, such objectionable specifications cannot be avoided. Even with -the great latitude now provided they exclude some materials with which -good pavements have been made. - -Two remedies for this unsatisfactory condition seem practicable. - -1. A city might purchase a sufficient supply of refined asphalt for its -use after asking for proposals under suitable specifications with -alternative requirements for the different varieties on the market, and -after bids are received and the samples accompanying them have been -properly examined in the laboratory, award contracts for a supply of one -or more kinds, as might seem best for the interests of the city. Stocks -of these would be delivered, tested and stored accordingly, in good time -for the season’s work. Specifications for construction with special -reference to the kind of asphalt it is proposed to use could then be -prepared, the contractors to be supplied with asphalt at the city -storage yard at a stipulated price per ton. This plan would possess a -number of advantages. A similar plan is quite commonly in use with -reference to hydraulic cement. - -2. Specifications might be framed with special reference to the -properties and qualities to be possessed by the _asphaltic cement_, -permitting a liberal range as to the crude and refined bitumens to be -used in manufacturing this cement. This would be considered, at the -present time, a radical departure from well established custom, but the -author sees no reason why it should not be satisfactorily employed. - -A sheet asphalt pavement is composed of two essential elements; a -mineral aggregate made up of sand of assorted sizes and mineral “dust” -and a bituminous cement. When properly compounded, manipulated and -compressed these elements make up a bituminous concrete suitable for use -as a wearing surface for streets and roads. - -The character of the sand is important and we have now sufficient -knowledge from experience to specify a sand that will give, -approximately, the best results. - -The bituminous cement is, however, the element of most importance, and -upon its suitability for the purpose depends very largely the utility -and durability of the pavements made with it. - -It is important that this asphaltic cement shall possess certain -properties and qualities, most of which we are now able to define -satisfactorily, but others require further practical and experimental -study, and some tests not now in use would doubtless be desirable. - -It is not a matter of importance what particular crude or refined -materials enter into the composition of this cement if the resulting -product is satisfactory in use. The prime requisite is a paving cement -that shall possess in a high degree the chemical and physical qualities -required for making an asphalt pavement of the best quality. If we can -devise standards and tests that will enable us to secure such a cement -we need not be concerned about its antecedents. - -It would be well worth while for paving engineers and those who have -laboratory facilities to give attention to this matter. If it shall be -found practicable to define satisfactorily the qualities the cement -should possess without reference to the materials from which it is -compounded, a great advance will have been made, and our asphalt paving -specifications could not only be greatly simplified, but much greater -precision and definiteness secured. - -While great advances have been made in the art of building sheet asphalt -pavements and in the framing of specifications for its construction, too -many of the specifications still in use are antiquated, indefinite and -unsatisfactory. Some of these contain requirements that, if literally -enforced, would prevent the attainment of the best results. They are -largely survivals of the time when little was known either practically -or technically of the science and art of constructing the pavements, -outside of the promoters and contractors in the business, who -consequently dictated, in a large measure, the specifications used. City -engineers were compelled to rely largely on the presumption that the -guarantee clauses of the contracts would insure good results, and -allowed the contractor wide latitude in the conduct of the work. - -While there is undoubtedly much yet to learn, even by the experts, in -the matter of the materials to be used, a quite satisfactory working -basis has been arrived at, particularly as to the practical side of the -work, and a large mass of data accumulated by study and experience is -available to the municipal engineer, and the services of independent -experts is readily obtainable. There is no longer any good reason, -therefore, why the character of the materials to be used, the methods -followed, and the quality of the work secured should not be quite -definitely and fully specified in the same manner and to the same extent -as in the case of other kinds of pavement and with equally satisfactory -results. - - - SPECIFICATIONS - -=42. General.=—Asphalt pavement surface shall be laid upon a foundation -of hydraulic cement concrete, or of stone blocks relaid, over a -sub-grade, to be constructed in accordance with Articles 26, 28, 29, 30, -31, 32, 33, 34, 35, 36 and 37. - -Asphalt pavement surface shall be constructed in two courses, called the -base-course and the surface-course. The base-course may be from one (1) -inch to one and one-half (1½) inches thick, and the surface-course may -be from one (1) inch to two (2) inches thick, as shall be hereafter -specified. - -=43. Crude Asphalt.=—The cementing element in asphalt pavements shall be -prepared from crude native, solid asphalts or from the proper -distillation of crude asphaltic oils. - -Crude asphalts as obtained from the mines or natural deposits shall be -properly refined to drive off water and to separate foreign substances, -by melting at a temperature not exceeding four hundred and fifty degrees -F. (450° F.). Crude asphalts of the quality commonly called “glance -pitch” or “iron pitch” which do not distinctly soften at a temperature -of two hundred degrees F. (200° F.), and detached or deteriorated -material from deposits otherwise acceptable will be rejected. - -=44. Refined Asphalt.=—Refined asphalt produced from native crude -asphalt shall be free from water and shall not contain an injurious -quantity of light oils or foreign matter. It shall not contain more than -four per cent. (4%) of organic matter nor more than thirty-six per cent. -(36%) of inorganic matter other than bitumen, and not more than eighteen -per cent. (18%) of fixed carbon, and not less than fifty-five per cent. -(55%) of bitumen soluble in cold carbon di-sulphide. Of the bitumen -soluble in carbon di-sulphide not less than sixty-three per cent. (63%) -shall be soluble in Pennsylvania petroleum naphtha of specific gravity -eighty-eight (88) degrees Baume at a temperature of sixty-five degrees -Fahrenheit (65° F.) and not less than ninety-eight per cent. (98%) shall -be soluble in chemically pure carbon tetra-chloride. When exposed for -seven hours to a temperature of three hundred and twenty-five degrees F. -(325° F.) in a shallow dish the bottom of which is covered with bitumen -to a depth of three-fourths (¾) inch, the refined asphalt shall not lose -more than five per cent. (5%) by evaporation. - -Asphalts that are injuriously affected, in the pavement, by water (to be -determined by the test immediately hereinafter described), shall not be -used except under the conditions specified in Section 45. Cylinders made -from the surface mixture it is proposed to use, one (1) inch in diameter -and two (2) inches long, compressed to a density of two and one-tenth -(2.1), when immersed forty-five (45) days in ten (10) times their volume -of rain-water, shall retain a sound surface, unchanged and uncorroded by -the action of the water. - -Refined asphalts resulting from the distillation of crude asphaltic oils -will not be accepted unless the distillation shall have been effected by -the use of suitable apparatus, at a temperature not exceeding seven -hundred (700) degrees F. The bitumen must not be over-distilled and “cut -back” by adding oil. The product, to be acceptable, shall possess the -following qualities: It shall melt and flow at a temperature not below -one hundred and forty (140) degrees F., but below a temperature of one -hundred and eighty (180) degrees F., and when tested in the standard New -York State closed oil-testing apparatus shall not flash at a temperature -below four hundred and fifty (450) degrees F. When exposed in a shallow -dish, the bottom of which is covered to a depth of three-fourths (¾) -inch with the bitumen, to a temperature of four hundred (400) degrees -F., for seven (7) hours, it shall not lose by evaporation more than -seven (7) per cent. by weight. Not less than ninety-eight (98) per cent. -shall be soluble in cold carbon di-sulphide, and not less than -sixty-five (65) per cent., nor more than seventy-five (75) per cent. of -the bitumen shall be soluble in cold Pennsylvania naphtha of gravity -eighty-eight (88) degrees Baume. Not less than ninety-nine (99) per -cent. of the bitumen shall be soluble in carbon tetra-chloride, and it -shall not contain more than sixteen (16) per cent. of fixed carbon.[15] - -Bitumens resulting from destructive distillation or from artificial -oxidation, and bituminous compounds prepared from oil or oil residuums -heated with sulphur or other substances, or coal or gas tars, will not -be accepted, nor shall they be mixed with the asphalt used.[16] - -=45.= Asphalts that are injuriously affected by water, and those whose -practical value for making pavements has not been established, in the -judgment of the City, by sufficient experience, will not be accepted -except under such special bond and guaranty provisions as the City may -prescribe.[17] - -=46.= Full information as to the source and character of the crude -asphalt and the method of refining it shall be furnished to the Engineer -and verified by such evidence as he may require. - -=47. Softening or Tempering Agent.=—For softening and tempering refined -asphalt, petroleum residuum oil or liquid asphalt shall be used. It -shall be free from water, coke, and other impurities. Its specific -gravity shall not be below 0.92, nor above 1.04. Its flash test -(determined in the standard New York State closed oil-testing apparatus) -shall not be under three hundred and fifty (350) degrees F., and when -exposed for seven (7) hours to a temperature of three hundred and -twenty-five (325) degrees F., in a shallow open dish, the bottom of -which is covered by the oil to a depth of three-fourths (¾) inch, it -shall not lose more than five (5) per cent. by evaporation. It shall not -contain more than ten (10) per cent. of paraffine scale. - -=48. Sand.=—A superior quality of sand will be required and this must be -secured, if necessary, by the admixture of two or more sands. The sand -shall be silicious and so free from organic matter, mica, soft grains, -and other impurities, that these shall not aggregate more than two (2) -per cent. of the mass. The grains shall, preferably, be moderately -“sharp” or angular, and must be of assorted sizes so that the voids in -the compacted mass of dry sand shall not exceed thirty three (33) per -cent. A typical sand, to be approximated as closely as practicable, will -give the following sieve tests, the sieves being used in the order -named: - - 3 per cent. of the whole will pass No. 200 sieve. - 15 per cent. of the whole will pass No. 100 sieve. - 18 per cent. of the whole will pass No. 80 sieve. - 30 per cent. of the whole will pass No. 50 sieve. - 24 per cent. of the whole will pass No. 30 sieve. - 10 per cent. of the whole will pass No. 10 sieve. - -and none will fail to pass the No. 10 sieve.[18] - -=49. Pulverized Stone.=—This may consist of limestone or other sound -stone or sand, pulverized to such fineness that the whole will pass the -No. 50 sieve, not more than ten (10) per cent. will be retained on the -No. 100 sieve, and at least seventy (70) per cent. of it will pass the -No. 200 sieve. Portland cement may be partly substituted for pulverized -stone, where the Engineer shall so direct.[19] Portland cement thus used -will be paid for at the price bid per barrel for the same, in addition -to the price paid per square yard for the pavement surface. The -pulverized material must be thoroughly dry when used. - -=50. Asphaltic Paving Cement.=—Asphalt Paving Cement shall be prepared -from the refined asphalt described in Sect. 44 and the tempering agent -described in Sect. 47. The refined asphalt, together with the asphalt in -the tempering agent, shall constitute not less than sixty per cent. -(60%) of the asphaltic cement. - -The refined asphalt and the tempering agent shall be mixed and melted -together at a temperature not below two hundred and seventy-five degrees -F. (275° F.), and not above three hundred and twenty-five degrees -Fahrenheit (325° F.), and thoroughly incorporated by agitation until a -homogeneous cement is produced. The agitation shall be continued until -the cement is used. - -The asphaltic cement at a temperature of seventy-seven degrees F. (77° -F.) shall be of such consistency as to show a penetration of from forty -to eighty hundredths of a centimeter, as the engineer may direct for -each street, when tested with the standard Dow penetration apparatus, -using a number two cambric needle loaded with one hundred grams. When a -cement of a consistency satisfactory to the engineer has been produced -and approved for any street a sample of it shall be kept as a standard -and all subsequent batches or kettles must be made to conform thereto, -suitable apparatus and tests being employed to determine the -correspondence of each new batch with the standard.[20] The asphaltic -cement when at its melting temperature shall be so viscous that it will -draw out into moderately long fine threads which shall be free from -lumps or raggedness and shall possess satisfactory adhesive and -cementitious qualities.[21] - -=51. Composition and Preparation of Asphalt Surface Mixture.=—The -surface-course shall be composed of the materials specified in Sections -43, 44, 45, 46, 47, 48, 49, and 50 mixed in such ratios by weight as the -Engineer may direct or approve. A typical mixture will contain: - - Sand 100.0 lbs. - Pulverized mineral matter passing No. 200 screen, including - that found in the paving cement 17.5 lbs. - Pure bitumen (in paving cement) 13.5 lbs. - -But the quantities of pulverized stone and of asphaltic cement shall be -varied as may be found necessary or desirable by the Engineer to suit -the purity of the asphaltic cement, the character of the sand, the -climatic conditions, and the varying quantity and character of travel on -the street to be paved; and Portland cement may be substituted partly or -wholly for the pulverized stone, when directed by the Engineer. The -surface-course mixture shall be submitted to the Engineer and approved -by him before any is laid upon the street. - -The mixing shall be accomplished in a mechanical mixing apparatus -capable of rapidly and effectually incorporating the materials together, -and each batch must remain in the mixer a sufficient length of time to -effect a perfect mixture. The sand shall be separately heated and shall -reach the mixing apparatus at a temperature not above three hundred and -fifty (350) degrees F., nor below three hundred and twenty (320) degrees -F. The pulverized stone shall be at such a temperature that when mixed -with the sand the temperature of the mixed mass shall not be above three -hundred and fifty (350) degrees F., nor below three hundred and twenty -(320) degrees F. The sand shall be first placed in the mixer, followed -by the pulverized stone, and these two materials shall be thoroughly -mixed together before the asphaltic cement is added. The asphaltic -cement at a temperature not above three hundred and fifty (350) degrees, -nor below three hundred (300) degrees F. shall then be added in such a -way as to evenly distribute it over the sand and pulverized stone, and -the mixing continued until the materials are thoroughly incorporated -into a perfectly uniform and homogeneous mass, with the grains of sand -completely covered with cement. Suitable thermometers shall be -constantly used to determine the temperatures specified herein. Great -care must be taken to accurately weigh and proportion the materials -charged into the mixer.[22] - -=52. Stone for Base-course.=—Stone screenings for base-course shall be -of crushed, hard, durable stone. The portion used shall all be retained -upon a No. 8 sieve, or screen, and shall all pass a screen having square -meshes, the linear dimensions of the openings in which are one-half (½) -inch less than the thickness of the base-course. - -=53. Composition of Base-course.=—The base-course shall be composed of -the crushed stone specified in Section 52, mixed with the asphaltic -cement, sand and pulverized stone specified in Sections 50, 48 and 49, -but the asphaltic cement shall be of such hardness as the engineer may -direct. - -A typical base-course mixture will be composed as follows: - - Crushed stone 100 lbs. - Sand 42 lbs. - Pure bitumen (in asphaltic cement) 7 lbs. - Pulverized stone 7½ lbs. - -But the mixture shall be such that when placed on the street and -compressed by the roller the mass shall be dense and the voids in the -stone completely filled; and to accomplish this the quantity of crushed -stone used in the mixture may be increased or decreased, as the volume -of its voids may require, in order that they may be completely -filled.[23] - -=54. Mixing the Base-course.=—The materials for the base-course shall be -heated and mixed in the same general manner as prescribed for the -surface-course (Sect. 51), the crushed stone being delivered first in -the mixer. The temperature of the mixture as it comes from the mixer -being not above three hundred and twenty-five (325) degrees F., nor -below three hundred (300) degrees F. - -=55. Laying Asphalt Pavement, General.=—Asphalt pavement must not be -laid except when the surface upon which it is to be placed is dry; nor -when the temperature of the air is below thirty-two (32) degrees F., or, -if a strong wind prevails, when the temperature of the air is below -forty (40) degrees F. - -The pavement mixture, whether for base- or surface-course, shall be -taken to the street as soon after it leaves the mixer as practicable. -When the temperature of the air is below seventy (70) degrees F., the -loaded vehicles conveying the mixture to the street shall be covered by -canvas covers to prevent the escape of heat. When unloaded upon the -street, the temperature of the mass should not be below two hundred and -eighty (280) degrees F., and any load or portions of a load found under -two hundred and forty (240) degrees F. must be rejected. After being -unloaded on the street, the mixture must be shoveled into place in such -a manner that the whole of it will be moved from the pile into which it -was unloaded. - -=56. Laying the Base-course.=—The base-course will have an average -thickness of one and one-quarter (1¼) inches after compression. It shall -be laid directly upon the pavement foundation, which must be free from -all loose fragments and rubbish and be swept clean in advance of the -application of the base-course. The base-course mixture shall be spread -upon the foundation and evenly and regularly graded to such a depth that -after compression by the roller its surface will be ... inches below, -and truly parallel to, the pavement datum. - -Great care must be taken in handling, spreading and grading the mixture -to maintain the uniform admixture of the crushed stone throughout the -mass. The rakes used must have tines wide apart, and the back of the -rake must be principally used for grading. Immediately after being -graded, and while still hot, the base-course shall be rolled with an -asphalt roller weighing not less than five tons, the rolling being -continued until no further compression takes place. - -The base-course must not be laid more than one day’s work in advance of -the surface-course. - -When the base-course is completed it must present a uniform appearance -and texture over the whole surface, which must conform so truly to the -designed grade and contour that a twelve-foot template, when applied, -will show no departure from the true surface greater than one-quarter -(¼) inch. - -=57. Laying the Surface-course.=—In delivering the surface-course -mixture upon the base-course, care must be taken not to break or disturb -the latter. Any breaks made in the base-course must be so repaired, -before the surface-course is spread, as to be equal in density and -surface to the adjoining base. - -Before the surface-course is spread the base-course must be thoroughly -cleaned and all rubbish, loose material and street dirt removed. - -The material for the surface-course shall be so evenly spread and graded -with asphalt rakes that after it is properly compacted by rolling, the -surface will coincide with the pavement datum within the limits named -below. In grading the material, all lumps must be broken up and the -whole reduced to a finely comminuted mass of equal density throughout. -Directly after being so graded it shall be rolled with a hand-roller, or -light steam-roller, to partly compress the material, and, when so -directed by the Engineer, the surface shall then be ironed with -smoothing irons heated to a temperature that will melt, but not burn, -the asphaltic cement. A thin layer of hydraulic cement, just sufficient -to prevent adhesion between the material and the roller, shall then be -swept over the surface, which shall at once be thoroughly rolled with a -ten-ton asphalt roller until the material shall be thoroughly compressed -and its surface be brought to the exact grade and contour designed for -the street surface. The work of the ten-ton steam-roller must begin -before the material has cooled below two hundred (200) degrees F., and -be continued until the roller makes no further impression upon the -surface. The first course of the heavy rolling shall be parallel to the -street beginning at the curb and working toward the center on each side, -after which it should be diagonally rolled, and also cross-rolled if the -width of the street permits.[24] Any portions of the surface not -accessible to the roller shall be tamped with hot tampers until -compacted equally with the rolled portion. When completed, the surface -shall have an average thickness of ... inches and must be so free from -waves or irregularities that a template not less than twelve feet long, -when applied to the street surface shall nowhere show a divergence from -the designed true surface of more than three-sixteenths (³⁄₁₆) inch, and -a template sixteen (16) feet long applied to the gutters shall show no -divergence from the true gutter grade greater than one-eighth (⅛) inch. - -Before the surface-course is placed, all exposed surfaces of curbs, -crosswalks, manholes, etc., with which the surface-course will be in -contact, must be well painted with hot paving cement or approved pitch. -The street shall not be opened to travel until the pavement has become -cold and hard. - -=58. Street Railroad Tracks.=—Where railroad tracks exist on the -streets, the sub-grade and the pavement foundation shall extend under -the tracks, uninterrupted except by the ties and other structures -connected with the track. Where concrete foundation is used, special -care must be taken with the concrete directly under or around the rails, -and concrete made of fine crushed stone and a higher ratio of cement and -sand may be required in contact with the rail. The concrete must be -thoroughly tamped under and against the rail. - -The asphalt surface shall be laid directly against the rails, which, if -their temperature be under fifty (50) degrees F., shall be heated by -suitable appliances to a temperature of, or above, sixty (60) degrees F. -immediately before the asphalt material is placed around the rail. The -hot asphalt material must be thoroughly tamped against and along the -rail and under any projecting portions of it, and the surface of the -pavement must be even with, or slightly (not more than one-eighth (⅛) -inch) above the top of the rail. Slot-rails will be treated in the same -manner, subject to such modifications as their forms may -necessitate.[25] - -=59. Plant.=—The plant for making asphalt paving mixtures must be of -approved modern design, adapted to do the work properly, and equipped -with efficient machinery. It shall be of sufficient capacity to turn out -at least twelve hundred square yards of pavement surface daily without -crowding. Weighing and measuring devices shall be accurate and adapted -to the purpose, and must be frequently tested and adjusted. Each plant -must be supplied with the apparatus necessary to make all determinations -and tests required at the plant to properly conduct the work in -accordance with these specifications. Steam-rollers must be properly -balanced and the rolling surface must be true and smooth. All the street -tools used must be of approved kind and quality and must be kept in good -working order. - - - - - ASPHALT BLOCK PAVEMENT - - -=60. Sub-grade.=—The sub-grade for asphalt block pavement shall be -prepared as specified in Sect. 26 of these specifications. - -=61. Foundation.=—The foundation for asphalt block pavement shall be -hydraulic concrete or broken stone.[26] - -Concrete foundation shall be constructed in accordance with Sections 28 -to 37 inclusive of these specifications and shall have a thickness -of ... inches. - -Broken stone foundation shall be constructed in accordance with Section -40 of these specifications and shall have a thickness, when completed -of ... inches. - -=62. Asphalt Blocks.=—Asphalt blocks shall be not less than ten (10) -inches nor more than twelve (12) inches long, not less than four (4) nor -more than six (6) inches wide and not less than two (2) inches nor more -than four (4) inches thick. Blocks for the same street must be of the -same standard size throughout and individual blocks shall not vary in -any dimension more than three-sixteenths (³⁄₁₆) inch from the standard -size. Blocks that are chipped, cracked or are otherwise defective shall -be rejected. - -=63. Material and Composition.=—Asphalt paving blocks shall be composed -of crushed trap rock[27] or equally hard and durable rock, sand, -pulverized stone and asphaltic cement. - -The crushed rock shall be of such sizes that all will pass a screen -having circular openings one-third (⅓) inch in diameter and that all -will fail to pass a number ten (No. 10) sieve. The stone shall be -freshly crushed, free from foreign substances and clean and bright. - -The sand shall be clean and sharp and of such sizes that all will pass -the number ten sieve and not more than five per cent. will pass the -number two hundred sieve. The grain-size of the sand shall preferably be -such that at least fifty per cent. (50%) of it will pass the number -eighty sieve. The screenings from the crushed stone passing the number -ten sieve may be used in place of sand, or thoroughly mixed with the -sand to produce a mass of the above composition. The pulverized stone -shall comply with Section 49 of these specifications. Portland cement -shall be used in place of not more than ten per cent. of the whole if -directed by the engineer, in which case the Portland cement will be paid -for as extra work at the prevailing market price. - -The asphaltic cement shall comply with the requirements of Sections 43, -44, 45, 46, 47 and 50 of these specifications. - -=64. Typical Composition.=—A typical composition of the blocks, which -must be complied with as nearly as practicable, is as follows; (by -weight) - - Bitumen 7% - Mineral material passing No. 200 sieve 13% - Mineral material passing No. 80 sieve 9% - Mineral material passing No. 40 sieve 7% - Mineral material passing No. 10 sieve 28% - Mineral material passing No. 3 sieve 36% - ———— - 100% - -=65. Manufacture.=—The crushed rock, sand and pulverized stone shall be -thoroughly mixed together at a temperature not above three hundred and -seventy-five degrees Fahrenheit (375° F.) and not below three hundred -and twenty-five degrees Fahrenheit (325° F.) and the asphaltic cement, -at a like temperature, added and the mixing continued until a perfectly -uniform mass is produced, with every fragment of stone completely coated -with cement. - -The hot mixture will then be compressed in molds under a pressure not -less than four thousand (4000) pounds[28] per square inch, after which -the blocks will be removed from the molds and allowed to cool, either in -the air or in water. - -The completed blocks after cooling in air shall have a specific gravity -of not less than 2.5. They shall not absorb, when immersed in water for -twenty-four hours, more than one-half of one per cent. of water. When -tested in the standard rattler for testing paving brick the average loss -by abrasion shall not exceed twelve per cent. (12%) of their original -weight, after 1800 revolutions of the rattler. - -=66. Laying the Blocks.=[29]—The foundation shall be first cleaned of -dirt, rubbish or loose material. - -When the blocks are four (4) inches or less in depth as laid, they shall -be set upon a bed of mortar made and applied to the foundation in the -following manner: - -The mortar shall be composed of Portland cement and sand, in the ratio -of one (1) part cement to three (3) parts of sand, thoroughly mixed with -sufficient water to make a rather soft mortar. This mortar shall be -spread over the foundation, which shall be previously wetted, in a layer -approximately one-half (½) inch thick and its top graded by the use of -templates to a surface at such depth below, and truly parallel to the -pavement datum, that when the blocks are firmly set in it and rammed -their tops will be in the true grade and contour of the pavement. The -mortar shall be made and spread only as required in the progress of -block laying, and any mortar that has begun to set before the blocks are -in place and rammed, shall be removed and fresh mortar substituted. The -blocks shall be set upon this mortar bed with their longest dimension -across the street, in continuous courses which shall be straight and at -right angles to the axis of the street. The block layers must stand upon -the blocks already laid and not upon the mortar. The blocks and the -courses of blocks shall be set as closely together as practicable. -Blocks in adjoining courses must break joint not less than four inches. -Whole blocks only will be used, except as fillers at the ends of the -courses or in fitting the pavement around manholes or other structures, -and where thus used the broken ends of the blocks must be dressed to -make close joints. Unless otherwise permitted, each course must be laid -continuously across the street without interruption in time. As each -course is completed the end joints shall be forced close together by the -use of wedges, levers or mauls. Upon the completion of every third -course, the courses shall be forced together by placing a timber -scantling against the face of the last course and striking it with a -sledge or maul. When the blocks are thus laid, and before the mortar -under them begins to set, they shall be well rammed to a solid bearing -in the mortar with a wooden street rammer weighing not less than thirty -(30) pounds, a two inch plank ten (10) inches wide and three (3) feet -long being interposed between the block and the rammer and moved about -so that the whole surface shall be covered and rammed. When the ramming -is completed, the top of the blocks must conform so closely to the -pavement datum that when a template or straight-edge is placed upon the -pavement, its surface shall nowhere depart from the true surface more -than three-sixteenths (³⁄₁₆) inch. Blocks, or portions of the pavement -found too high or too low, must be taken up and reset in fresh mortar to -the true grade. When thus completed to the satisfaction of the Engineer, -a layer of one-half (½) inch of fine dry sand shall be placed over the -surface and swept about with brooms until all joints are completely -filled. The remaining sand shall be removed from the pavement at such -time as the Engineer may direct. - -When the depth of the blocks exceeds four (4) inches, they may be set -upon a cushion course of sand, as prescribed for brick pavement, Section -86, the joints to be filled with sand, as specified above in this -Section. - -=67. Railroad Tracks.=—Where railroad tracks exist on the street to be -paved, the construction shall be the same as prescribed for granite -block pavement, Section 78. - -=68.= The street shall not be opened to travel until the mortar under -the blocks shall have become fully set, and in no case under five days -after the blocks are laid. - - - - - GRANITE BLOCK PAVEMENT - - -=69.= Granite block pavement shall be laid upon a foundation of -hydraulic cement concrete.[30] - -=70. Sub-grade and Foundation.=—The sub-grade shall be prepared as -specified in Section 26. The foundation shall be constructed in -accordance with the requirements of Sections 28 to 38 inclusive. - -=71. Granite Blocks.=—The blocks shall be made from sound, durable -granite, of uniform texture, composition and hardness throughout. No -outcrop, deteriorated, soft, brittle, or seamy stone shall be used. If -the blocks are obtained from different quarries, or from different parts -of the same quarry where the quality or appearance of the rock differs, -the product of each must be kept separate and laid together on the -street.[31] - -The blocks shall be not less than eight (8) nor more than twelve (12) -inches long, not less than three and one-half (3½) nor more than four -and one-half (4½) inches wide, and not less than four and three-quarters -(4¾) nor more than five and one-quarter (5¼) inches deep.[32] They shall -be well-shaped, rectangular, with full edges and corners. Their tops -shall not depart more than one-fourth (¼) inch from a true plane, and -their sides shall be dressed so that joints between the courses will -nowhere exceed three-fourths (¾) inch wide, and their ends so that end -joints shall not exceed one-half (½) inch wide.[33] The size of the -blocks may be varied where necessary to fit the pavement against or -around bridge stones or other street structures. - -=72. Sand Cushion.=—The foundation shall be cleaned of all dirt and -rubbish. There shall then be spread evenly over it a layer of clean, -coarse sand to a uniform depth of one and one-half (1½) inches. - -=73. Setting the Blocks.=—The blocks shall be set in this bed of sand -perpendicular to the street surface, with their length at right angles -to the street, in courses extending entirely across the street, and at -right angles to its axis, except at street intersections where the -courses shall be arranged as the Engineer may direct.[34] Only stones of -the same width shall be set in the same course. The stones in each -course, and in adjoining courses, shall be set firmly against each -other. The blocks shall be set in the sand bed in such a manner that -their bottom surface shall rest evenly upon the sand and that their tops -shall be even with each other and to such an elevation that after the -pavement is rammed, as hereinafter directed, its general surface shall -conform closely to the pavement datum. Stones in adjoining courses shall -break joint not less than three (3) inches. - -=74. Ramming.=[35]—After the blocks are set each individual block shall -be thoroughly rammed to give it a firm bearing in the sand and to bring -its top to the prescribed pavement datum. The rammers used shall have -wooden faces not more than four inches in diameter, and shall weigh not -less than thirty (30) pounds. Blocks or sections of blocks whose tops -under the ramming remain above or sink below the pavement datum shall be -taken up and reset so that after the ramming is completed their tops -shall coincide with the pavement datum. - -=75. Filling the Joints.=[36]—After the ramming specified in Sect. 74 -shall have been completed, the joints between the paving blocks shall be -filled in the following manner: - -All the joints for a distance of three feet out from the curbstones, and -three contiguous joints continuous across the street, with the included -end joints, at intervals of about fifty (50) feet in the length of the -street, shall be filled with gravel and bituminous paving cement. The -gravel used shall be of such size that all will pass through a screen -having five-eighths (⅝) inch meshes, and all will be held on a screen -having one-fourth (¼) inch meshes. When used, the gravel must be free -from refuse and street dirt. The bituminous paving cement shall be -composed by weight of straight-run coal-tar pitch of the hardness -commonly known as number six, to which has been added and thoroughly -mixed, while both are in a melted condition, twenty per cent. (20%) by -weight of refined Trinidad asphalt, or other asphalt, equal for the -purpose, and twenty per cent. (20%) by weight of Portland cement. These -ingredients must be thoroughly mixed, and kept agitated until used.[37] - -The joints will first be filled with the gravel, which shall be -perfectly dry, and heated so that when put in the joints it will be at a -temperature of about three hundred (300) degrees F. The paving cement, -heated to a temperature of about three hundred (300) degrees F., shall -be at once, while the gravel is still hot, poured from a spouted vessel -into the joints until the interstices of the gravel are entirely filled -to the surface of the pavement, repouring being resorted to to -accomplish this result whenever necessary. - -All the joints in the pavement other than those named above shall then -be completely filled with Portland cement grout, in the following -manner: - -The grout shall be composed of equal parts by volume of sand (Sect. 30) -and Portland cement (Sect. 29), a quick-setting cement being preferred. -The sand and cement shall be first thoroughly mixed dry and then enough -water added to make a grout of such consistency that it will flow like -thick cream, and the mixing continued until a homogeneous mass is -produced and until the grout is applied to the pavement. The grout shall -be prepared in water-tight boxes of a convenient size. Before applying -the grout the pavement shall be thoroughly dampened by sprinkling. The -grout shall be removed from the mixing box and spread over the pavement -with scoop shovels, in two courses, the first being sufficient to about -half fill the joints, and the second, which shall be applied before the -first has begun to set, shall be sufficient to entirely fill the -remaining space in the joints. As the grout is applied to the pavement -it shall be swept about with brooms until it all enters the joints. - -=76. Order of Work.=—The sand bed shall not be put in place more than -fifty (50) feet ahead of the block setters. The ramming and filling of -the joints shall follow closely the block setting, but no ramming shall -be done within less than six (6) feet of the face of the block setting; -and the final joint filling shall be kept completed to within -twenty-five (25) feet of the ramming; except that all the work rammed -during any day shall have the joint filling completed before the -cessation of work on that day. The street shall not be opened to travel -until the grout has thoroughly set. - -=77. Fitting Paving Around Other Structures.=—The size of blocks and the -width of courses shall, as the block laying approaches bridge stones, -curbs and other structures, or in making closures with other sections of -pavement, be so selected and adjusted that joints not over -three-quarters (¾) inch in width shall result, without breaking blocks -or splitting courses. - -=78. Street Railroad Tracks.=—Where railroad tracks exist in the street -the paving blocks shall be laid against the rail in the following -manner: - -The sub-grade and the pavement foundation shall extend under the rails -uninterrupted except by the ties or other structures connected with the -railroad track. For a distance of sixteen (16) inches, on each side of -the rail, measuring from the center thereof, there shall be spread on -the pavement foundation a layer of mortar not less than one and one-half -(1½) inches thick, composed of one (1) part of cement and three (3) -parts sand, complying with the requirements of Sections 29 and 30. Upon -this layer of mortar shall be set, against the rail, and on each side of -it, selected paving blocks, securely bedded in the mortar before it -shall have begun to set.[38] Alternate blocks shall be long and short so -as to break joint with the blocks of the adjoining pavement. Selected -blocks with well dressed top surfaces shall be used and their tops shall -be set as nearly as practicable at the level of the top of the rail, but -not so high that the car wheels will ride upon them. In setting the -blocks they shall be firmly bedded into the mortar by the use of paving -hammers, but they shall not be thereafter rammed. As the blocks are set, -any space between the paving blocks and the web of the rail shall be -filled with mortar of the quality described above. The placing of these -blocks shall not precede by more than ten (10) feet the block laying on -the street. Care must be taken not to disturb the bedding of these -blocks in the laying of the adjoining pavement, or otherwise. The joints -shall be filled with grout as specified in Sect. 75. - -The construction along slot-rails shall be the same as described above, -except that blocks of special size or shape may be required, as the -Engineer may direct. - -=79. Bridge Stone Crossings.=—Where directed by the Engineer, the old -bridge stone shall be redressed and relaid, as hereinafter specified for -new bridge stone, and shall be moved from the point where taken up to -the point where they are to be relaid, by the Contractor at his expense. - -New bridge stone shall be of the same quality of granite as the paving -blocks and free from imperfections. They shall not be less than three -and one-half (3½) nor more than six (6) feet long, eighteen (18) inches -wide and of a uniform thickness not less than six (6) nor more than -eight (8) inches, but these dimensions may be varied by the Engineer -where necessary to fit the stone into special locations. - -Their top shall be well dressed to a true plane surface not varying in -evenness more than one-quarter (¼) inch. The sides shall be dressed -perpendicular to the face so as to joint closely against the paving -blocks. The ends shall be cut to lines making an angle of from 60° to -45° with the longitudinal axis of the stones[39] and so dressed and to -such a bevel that when set in the curved surface of the street, the -joint between adjoining stones shall not be wider than three-eighths (⅜) -inch from top to bottom. - -Bridge stones shall be set in advance of the block laying, over the -concrete street foundation, in a bed of sand or gravel in which they -shall be firmly bedded. Their upper surface shall conform truly to the -pavement datum. They shall be set accurately to the lines given by the -Engineer. Where the crosswalk requires more than one width of bridge -stone, the courses shall be laid parallel to, and at such distance from -each other as the Engineer may direct, and the space between courses -shall be filled with paving blocks laid as specified for other parts of -the street. - - - - - BRICK PAVEMENT[40] - - -=80. Sub-grade.=—The sub-grade for brick pavement shall be prepared in -accordance with Sect. 26, and shall be finished to a surface ... inches -below and parallel to the pavement datum. - -=81. Foundation.=—The foundation for brick pavement shall be of -hydraulic concrete[41] prepared in accordance with Sections 28 to 37 -inclusive. Its thickness shall be ... inches and its upper surface -shall, when completed, be parallel to and at a depth below the pavement -datum equal to the depth of the brick plus one and one-fourth (1¼) -inches. The surface of the foundation shall not vary more than one-half -(½) inch above or below that depth. - -=82. Paving Brick.=—The linear dimensions of paving brick may vary -between the following limits: In length, from eight and one-half (8½) to -nine and one-half (9½) inches; in width, from two and one-fourth (2¼) to -three and one-half (3½) inches; in depth, from four (4) to four and -one-eighth (4⅛) inches; but the length shall not be less than two and -one-half (2½) nor more than three and three-fourths (3¾) times the -width.[42] The corners shall all be rounded off to a radius of not less -than one-eighth (⅛) nor more than three-sixteenths (³⁄₁₆) inch. The -brick for any one contract shall be all of the same kind and of the same -standard size, and the individual bricks shall not vary in length more -than three-sixteenths (³⁄₁₆) inch, nor in width more than one-eighth (⅛) -inch from the size adopted as standard. Raised lugs or letters are -permissible on one side of each brick but must not project more than -three-sixteenths (³⁄₁₆) inch from the general surface.[43] - -The brick must be specially manufactured for paving purposes. They may -be made from shale or from suitable clay. In either case the material -must be thoroughly pulverized, mixed and tempered, and must be free from -lime nodules or other substances that may disintegrate the brick when -immersed in water. The brick shall be molded in efficient brick machines -to a truly rectangular form, free from cracks, flaws and injurious -laminations. After being dried the brick shall be properly and uniformly -burned in down-draft kilns. Shale brick shall be burned to the point of -incipient fusion or vitrification. After the burning is completed, the -brick shall be allowed to cool with sufficient slowness to insure -thorough annealing. - -The completed brick shall be free from flaws, cracks, ragged corners, -and from such distortion or warping as will interfere with their utility -or good appearance in the pavement. Paving brick shall not be -salt-glazed. - -=83.= The brick shall be subjected to the following tests to determine -their quality: - -When broken by the blows of a hammer the brick shall be strong and -tough. The broken surface shall show a homogeneous composition -throughout the broken section, free from flaws, injurious laminations, -nodules and voids, and shall appear to be uniformly burned from surface -to center. - -When subjected to the standard “Rattler” test, in accordance with the -rules adopted by the National Paving Brick Manufacturers’ Association, -the average loss in weight shall not exceed eighteen (18) per cent.[44] -and the loss in weight of any individual brick in the test shall not be -more than twenty-five (25) per cent. greater than the average loss of -the whole charge. - -When subjected to the absorption test, in accordance with the rules -adopted by the National Paving Brick Manufacturers’ Association, shale -bricks shall not absorb more than two (2) per cent. nor less than -one-half (½) of one per cent. of their weight of water,[45] and clay -bricks shall not absorb more than six (6) per cent. of their weight of -water; the absorption of any individual brick shall not be more than -fifty (50) per cent. greater than the mean absorption of the whole lot -tested.[46] Brick that do not successfully pass all these tests will not -be accepted. - -=84. Samples.=—Where samples of paving brick have been required and -submitted by successful bidders, and tested as described above, it will -be assumed that these samples fairly represent the quality of the brick -to be subsequently supplied for the work, and brick that do not come up -to the standard thus established will not be accepted. - -=85. Delivering Brick on Street.=—Unless the sidewalks are too narrow to -permit of it, the brick shall all be delivered upon the street before -the foundation is constructed, and neatly piled upon the outer edge of -the sidewalks; occasional openings being left in the piles for the -accommodation of foot passengers. One-half the brick required shall be -thus delivered and piled upon each sidewalk. In delivering the bricks -from these piles to the bricklayers, they must be carried on pallets, or -other suitable devices must be used to prevent mutilation by rough -handling; they must not be dumped from wheelbarrows upon freshly-laid -brick pavement. - -If for any reason the bricks are not delivered before the foundation is -laid, or if the sidewalks are too narrow to permit of the brick being -stored upon them, they may be delivered over the foundation, but not -until the concrete has set so hard that it will not be injured by -transportation over it. - -=86. Sand Cushion.=—Directly before the brick are laid into the pavement -there shall be spread over the foundation a layer of sand one and -one-half (1½) inches in depth. The sand shall be free from vegetable or -other refuse matter, and shall not contain more than five (5) per cent. -of clay and loam. Pebbles and fragments of stone exceeding one-fourth -inch in diameter must be screened out. When spread on the street the -sand shall be sufficiently dry to permit of proper gaging by templates, -as hereinafter described. The sand shall be spread and correctly gaged -to the proper thickness and surface by the use of templates formed to -the true designed cross-sectional contour of the pavement. If the width -of the street between curbs does not exceed twenty-five (25) feet, the -template shall be made in one length sufficient to cover the full width -of the street, and its ends shall be so constructed and fitted with iron -rollers, that it will rest upon and roll along the top of the curb at -each end; if the width of the street between curbs be not more than -fifty (50) feet, the template shall be of sufficient length to reach -from the curb to the middle of the street, and constructed to move on -rollers on top of the curb at one end and upon a plank six (6) inches -wide and one and one-half (1½) inches thick laid upon the foundation -along the center line of the pavement. The template shall be worked -forward and backward along the line of the street until the surface of -the sand conforms exactly to the designed contour of the pavement, at a -depth below the pavement datum equal to the depth of the paving brick -minus one-fourth (¼) inch. The whole surface shall then be rolled with a -garden roller not less than thirty-six inches long and not less than -thirty inches in diameter, weighing not less than three hundred pounds. -When completed the surface of the sand cushion shall be smooth and -unbroken, and care must be taken not to disturb it before the bricks are -set upon it. - -=87. Setting the Brick.=—Several courses of brick, aggregating a strip -having a width of not less than twelve (12) inches nor more than fifteen -(15) inches on each side of the street, beginning against the curb, -shall be first laid; the brick being set with their long dimension -parallel to the curb.[47] The pavement intervening between these gutter -courses will then be set in courses at right angles to the axis of the -street, except in street intersections, where the courses shall make an -angle of forty-five (45) degrees with the axis of the street. The brick -shall be set upon edge on the sand cushion with their top faces parallel -to the pavement datum, in straight courses, continuous across the -street, the long dimension of the brick being parallel to the courses; -they shall be set as closely together as possible, so that the joints -both between the courses and between individual bricks shall not exceed -one-eighth (⅛) inch, where the bricks are without lugs, and not more -than one-fourth inch where the brick have lugs. Broken bricks and bats -shall not be used except as closers at the ends of the course and in -fitting the pavement around manholes, etc., and nothing smaller than -half-bricks shall be used in either case, and the broken ends must be -shaped to make reasonably close joints. Filling up with bats must follow -the brick-laying closely. Brick with lugs shall be laid with the lugs -all in one direction. - -=88. Inspection.=—After the bricks are laid the pavement will be -inspected by the Engineer, or his agent. He may require that the surface -shall be previously wetted by sprinklers, or by a sprinkling nozzle, in -order to detect soft or porous bricks.[48] Defective bricks indicated by -him shall be removed and replaced by acceptable brick. - -=89. Rolling and Ramming.=—The surface of the pavement shall then be -rolled and rammed in the following manner: - -The roller used shall be of the asphalt roller style, driven by steam -and weighing not less than three and one-half (3½) nor more than five -(5) tons. The rolling shall begin as near the curb as practicable, the -roller being operated slowly, parallel to the axis of the street, and -working outwardly until the center of the street is reached, when the -roller will proceed to the opposite side of the street and the operation -proceed as before. After this longitudinal rolling is completed the -pavement will be continuously rolled a second time, the roller operating -back and forth at an angle of forty-five degrees to the axis of the -street, and a third time, the roller operating at right angles to the -course of the second rolling. After the rolling is thus completed the -brick in the gutters not reached by the roller shall be rammed with a -street rammer weighing not less than thirty (30) pounds, a plank not -less than four (4) feet long, ten (10) to twelve (12) inches wide and -two (2) inches thick being interposed between the pavement and the -rammer and moved about so that the whole surface of the gutter shall be -thoroughly and equally rammed and its surface brought to an even -junction with the rolled portion of the work. - -When the rolling and ramming is thus completed the surface of the -pavement shall conform so truly to the designed pavement datum that it -will nowhere depart more than three-sixteenths (³⁄₁₆) inch from properly -formed templates and straight-edges applied to its surface. - -=90. Filling the Joints.=[49]—Directly after the completion of the -rolling and ramming, the joints between the bricks shall be filled as -follows: - -The joints in the longitudinal gutter courses, and the joints between -six contiguous courses running across the street, from gutter to gutter, -in each length of fifty (50) feet of the pavement, shall be filled with -bituminous cement composed of coal-tar pitch, commercially known as -Number Four, to which has been added twenty (20) per cent. of refined -Trinidad asphalt and twenty (20) per cent. of hydraulic cement, all by -weight. In preparing this bituminous cement, the pitch shall first be -melted and the asphalt, also melted, added and thoroughly incorporated -by agitation. The hydraulic cement shall then be added and the whole -agitated until a complete and uniform mixture results. The bituminous -cement thus prepared shall while sufficiently hot and liquid to flow -freely, be poured from a spouted vessel into the joints until they -appear to be nearly or quite full. After allowing time for the filling -to subside, the joints will be gone over a second time and completely -filled. - -All the remaining joints in the pavement shall be filled with Portland -cement grout, as follows: - -The grout will be composed of equal parts by volume of sand (Sect. 30) -and Portland cement (Sect. 29), a quick-setting cement being preferred. -The sand and cement shall be first thoroughly mixed dry and then enough -water added to make a grout of such consistency that it will flow like -thick cream, and the mixing continued until a homogeneous mass is -produced and until the grout is applied to the pavement. The grout shall -be prepared in water-tight boxes of a convenient size. Before applying -the grout the pavement shall be thoroughly dampened by sprinkling. The -grout shall be spread over the pavement with scoop shovels, in two -courses, the first being sufficient to nearly fill the joints, and the -second, which shall be applied before the first has begun to set, shall -be sufficient to entirely fill the remaining space in the joints. As -rapidly as the grout is applied it shall be swept with brooms until it -all enters the joints.[50] - -=91.= Travel must be excluded from the pavement until the grout has set -firmly; in no case less than five days, and the grout must be kept moist -during this period. - - - - - WOOD-BLOCK PAVEMENT - - -=92. Sub-grade.=—The sub-grade for wood-block pavement shall be prepared -as specified in Section 26, and shall be finished to a surface ... -inches below the pavement datum. - -=93. Foundation.=—The foundation for wood-block pavement shall be -Portland cement concrete ... inches thick, prepared as specified in -Sections 28, 29, 30, 31, 32, 33, 34, 35, 36 and 37. The upper surface of -the concrete foundation, when completed, shall be at a distance below -the pavement datum equal to the depth of the blocks to be laid, plus -one-half (½) inch, and must not vary more than one-fourth (¼) inch above -or below that depth. - - - MATERIALS - -=94. Wood-blocks.=—The wood-blocks may be made of Long-leaved yellow -pine (Pinus palustrus), Lob-lolly pine (Pinus tæda), Short-leaved pine -(Pinus echinata), Cuba pine (Pinus heterophylla), Black gum (Nyssa -sylvatica), Red gum (Liquidambar styraciflua), Norway pine (Pinus -resinosa), or Tamarack (Larix laricina), or of other species of wood of -equal strength and toughness and of a texture permitting as satisfactory -preservative treatment as those herein named. But, as far as -practicable, only one species of wood shall be used on any one -contract.[51] - -Only wood from live, sound trees shall be used. The lumber from which -the blocks are cut shall be properly manufactured, free from bark, and -with full square corners. It shall be free from decay, dottiness, -brashness, shakes, large season cracks, loose or unsound knots over -three-fourths (¾) inch in diameter, and all other imperfections which -may, in the opinion of the Engineer, be detrimental. “Fat” pine -containing so much resin that it will not take up the specified quantity -of creosote oil in treatment may be rejected. Second-growth timber, and -Southern pine showing, outside of a radius of three (3) inches from the -heart, nine (9) or less annual growth rings to the inch, will not be -accepted. - -The paving blocks made from the lumber hereinbefore specified shall be -well manufactured and truly rectangular and square edged. Their depth -(parallel to the fiber) shall be ... inches,[52] their length shall not -be less than six inches nor more than three times their depth, and their -width shall be from two and one-half (2½) to three and one-half (3½) -inches, but at least one-fourth inch less than their depth. - -All the blocks for any one contract shall be of the same standard depth -and width, and the individual blocks shall not vary more than one-eighth -inch from the designated depth and width. - -=95. Creosote Oil.=[53]—The oil used for the preservative treatment of -the paving blocks shall be coal-tar creosote oil, commonly known as dead -oil of coal-tar, without admixture or adulteration with other oils or -tars. Oils produced or resulting from the distillation of water-gas tar, -blast-furnace tar, producer-tar, lignite-tar, petroleum-oil tar, or -wood-tar, or, containing an admixture of any of these will not be -accepted. The creosote oil shall not contain more than five per cent. -(5%) of tarry matter nor more than two per cent. (2%) of water. Its -specific gravity at a temperature of 100° F. shall be not below 1.03 nor -above 1.08. Not less than ninety-nine per cent. (99%) shall be soluble -in hot benzol. It shall not contain more than eight per cent. (8%) of -tar acids. When two hundred (200) grams are subjected to distillation at -gradually increasing temperatures, not more than five per cent. (5%) of -distillate shall distil over up to a temperature of four hundred degrees -F. (400° F.), nor more than thirty-five per cent. (35%) shall distil -over up to a temperature of four hundred and fifty-five degrees F. (455° -F.), and not more than eighty per cent. (80%) shall distil over up to a -temperature of six hundred degrees F. (600° F.). After complete -distillation there shall not remain more than two per cent. of coke. The -residue remaining, upon sulphonating a portion of the total distillate, -shall not exceed one per cent. (1%). The above tests shall be made in -accordance with the methods prescribed in the “Report of the Committee -on Preservative Treatment of Poles and Cross-arms” of the National -Electric Light Association, 1911. - -=96. Preservative Treatment.=—The paving blocks shall, after they are -cut to the proper dimensions, be subjected to preservative treatment -with the creosote oil specified in Section 95. - -The contractor may employ any of the standard methods in common use for -impregnating the blocks, provided that uniform results are attained, -complying with the following requirements: - -The wood shall not be heated during any part of the process to a -temperature exceeding two hundred and sixty degrees Fahrenheit (260° -F.). - -All parts of every block shall be reached and penetrated by the oil. The -quantity of oil found in the blocks after treatment shall average not -less than ... pounds per cubic foot of wood. - -The oil in the treating tanks during the process of impregnation shall -not become diluted with water to the extent of more than five per cent. -(5%) and if the percentage of water in the oil during the process of -treatment shall exceed two per cent. (2%) the quantity of the oil to be -injected in the wood as stipulated hereinbefore shall be increased in a -like ratio; for example, if the oil in the treating tanks shall be found -to contain four per cent. (4%) of water the quantity required to be -found in the blocks after treatment shall be four per cent. (4%) greater -than herein specified. - -The quantity of oil injected shall be determined primarily by tank -measurements, but shall be verified by actual determination of the -quantity of oil in the treated blocks by the following method: -representative treated sample blocks shall be selected and an auger hole -one inch in diameter bored entirely through the block parallel to the -fiber, the borings all collected, thoroughly mixed, and the quantity and -ratio of oil to wood in the borings determined by extracting the oil -completely with carbon di-sulphide. The center of the auger hole shall -be located midway between the sides of the block and at a distance from -the end of the block equal to one-third (⅓) of the length of the block. -At the time of treatment the blocks shall not be green or saturated with -water, but they shall, preferably, not be thoroughly seasoned. After -treatment, and until used, the blocks shall, during dry weather, be -frequently well drenched with water to prevent excessive drying out and -cracking. - -=97. Laying the Wood-Blocks.=—The concrete foundation shall be cleaned -and swept to remove all dirt and débris and shall be thoroughly dampened -immediately in advance of the setting of the blocks. Upon the concrete -foundation shall be spread a layer of mortar about one-half inch thick, -made of one part Portland cement and two parts sand with sufficient -water to make a moderately stiff paste.[54] The mortar shall be -thoroughly mixed and shall be spread in place over the concrete -foundation immediately in advance of setting the blocks to such a -thickness that when the blocks are set and properly tamped their tops -shall conform accurately to the pavement datum. - -Upon this mortar bed the blocks shall be set with their fiber vertical, -in straight, parallel courses at right angles to the axis of the street, -except at street intersections where they shall be set at an angle of -forty-five degrees with the axis of the street. The blocks shall be set -as close together as practicable. Blocks in adjoining courses shall -break joint at least three inches. Blocks of such lengths shall be -selected as to make as little splitting as practicable in filling out -ends of courses. Where splitting is necessary, no fractional block shall -be used whose length is not at least equal to its width. - -After the blocks are thus set the whole surface of the pavement shall be -rammed with a rammer weighing not less than twenty pounds, a plank ten -(10) inches wide, two (2) inches thick and four feet long being -interposed between the rammer and the pavement and moved about as the -ramming progresses until the blocks are forced into a firm seat in the -mortar bed and their tops brought accurately to the pavement datum. The -ramming shall be completed before the mortar under them has begun to -set, but no ramming shall be done, during the progress of the work, -nearer than three feet to the edge of the block setting, except where -the block setting may be suspended, as at the end of the day’s work, -when all the blocks then set shall be rammed. - -The top surface of the pavement when completed shall conform so truly to -the pavement datum that correctly formed templates twelve (12) feet long -applied to the surface shall show at no place a departure of more than -three-sixteenths (³⁄₁₆) inch therefrom. - -=98. Filling the Joints.=—After the block setting is completed, -perfectly dry, fine sand shall be spread over the pavement surface and -swept about until every joint into which the sand will penetrate shall -be completely filled. The remaining sand shall be left upon the pavement -for such time as the Engineer may direct, when it shall be removed by -the Contractor.[55] - -=99. Inspection.=—The lumber for paving blocks will be inspected before -it is cut into blocks. The blocks will also be inspected upon delivery -to the street and as they are laid. Blocks that have, in treatment or -subsequent handling, developed open season cracks or wind shakes or -other imperfections that may prevent their durability or usefulness in -the pavement shall be rejected and removed from the street. - -=100. Chamfered Blocks.=—Where wood-block pavement is laid on streets or -parts of streets having a gradient of more than 3%, the blocks shall not -be less than four (4) inches long, and the upper side-corners of the -blocks shall be chamfered to a depth of three-eighths (⅜) inch, the -chamfered surface to make an angle of 40 degrees with the vertical sides -of the blocks; or such other construction shall be used as will, in the -opinion of the Engineer, provide an equally good foot-hold for horses. - -=101. Expansion Joints.=—Before the blocks are set there shall be placed -along and against each curb a board of trapezoidal section having a -width one inch greater than the depth of the blocks, the upper edge of -which shall have a thickness of three-eighths (⅜) inch for each ten feet -or fraction thereof of the width of the street between curbs, and a -bottom width one-fourth (¼) inch less than the top. The paving blocks at -the beginning and end of each course shall be set against this board. -After the ramming of the blocks has been completed, these boards shall -be carefully withdrawn and the space between the curbs and the paving -blocks shall be completely filled with the bituminous paving cement -described in Section 90. - -=102.= The street shall not be opened to travel until such time as the -mortar under the blocks shall have become well set, nor until the -Engineer shall so direct. - - - - - BITUMINOUS CONCRETE PAVEMENT - - -_Note._—The phrase, Bituminous Concrete Pavement, has been applied to a -large variety of roadway surfaces differing materially from each other -in composition, construction and utility. Some of these are covered by -United States patents, the scope and limitations of which are not yet -fully determined or understood. The necessity of avoiding infringement -of these patents has to be kept in mind in framing specifications for -public use, and this consideration does not permit the presentation here -of specifications which, in the opinion of the author, would secure an -ideal pavement of this general character. - -Bituminous concrete pavements constructed in substantial conformity with -these specifications have been laid on a number of city and town streets -and country roads and have proved satisfactory and fairly durable in -use. It is believed that they do not infringe any existing patents. - -Our rather limited experience with pavements of this character seems to -indicate that if good materials are used and the work properly done, -they are suitable for use on city streets of light travel, and on -suburban streets and country roads carrying an amount of travel -considered heavy for these classes of roadways. Where the results have -been unsatisfactory, the cause can generally be traced to unsuitable -materials or unskillful construction, the result of ignorance or -carelessness on the one hand, or of the attempt to reduce first cost -below normal figures on the other. Many people are searching for a -pavement or roadway that will have all the good qualities of the -standard pavements but can be built about as cheaply as a common macadam -road. It is possible that something of the kind may be discovered; but -in the present state of the art it is chimerical. High quality and low -first cost do not go together in street paving. The question to be -considered is, rather, how can we invest a dollar in street or road -building so that it will, in the long run, yield the best return upon -the investment. The pavement provided for in these specifications is not -a cheap pavement, but where it is suitable for the conditions to be met, -it will be well worth its cost. - - - SPECIFICATIONS - -=103. Sub-grade.=—The sub-grade except where old pavement is utilized -for foundation shall be prepared in accordance with Section 26 of these -general specifications. - -=104. Foundation.=[56]—The foundation for bituminous concrete pavement -shall be a properly prepared old pavement, or hydraulic concrete, or -compressed broken stone, as determined by the engineer. - -=105.= Old macadam pavement or road to be utilized for foundation, shall -be prepared in the following manner: - -All high places or humps shall be dressed down to a plane two (2) inches -below the pavement datum, the work being done with care so as to disturb -as little as possible the macadam that is to remain. Depressions in the -old macadam shall be carefully cleaned out so as to remove all earth and -other débris and loose material, and filled with hydraulic concrete. -Newly dug or filled trenches and holes extending through the macadam -shall be excavated and cleaned out so as to admit the use of at least -four (4) inches of hydraulic concrete. The hydraulic concrete for thus -leveling up the roadway shall be composed of one (1) part of approved -Portland cement, four (4) parts of clean sand and nine (9) parts of -sound, hard crushed stone, well mixed into a wet concrete. After -placing, the concrete shall be well tamped so as to form a compact body, -conforming to a plane two (2) inches below the pavement datum. The -concrete shall be protected from travel and allowed to become well set -before the surface of bituminous concrete is applied. - -=106.= Old stone block or brick pavement may be utilized for foundation, -provided that the blocks or bricks do not require to be taken up and -reset, or, if so taken up and reset, that the joints shall be completely -filled with grout composed of one (1) part Portland cement and two (2) -parts of good sand. Depressions, trenches and holes shall be treated as -specified in Section 105. - -=107.= Hydraulic concrete foundation shall be constructed in compliance -with the requirements of Sections 28, 29, 30, 31, 32, 33, 34, 35, 36 and -37 of these specifications. Its depth or thickness shall be ... inches. - -=108.= Broken stone foundation shall be ... inches in thickness after -completion. It shall be constructed in accordance with Section 40 of -these specifications.[57] - -=109.= When completed the upper surface of the foundation shall nowhere -be more than two and one-half (2½) inches nor less than one and -three-fourths (1¾) inches below the pavement datum. No travel shall be -permitted upon the foundation until the bituminous concrete shall have -been laid. - -=110. Bituminous Concrete.=—The bituminous concrete shall be composed of -crushed stone, sand, pulverized stone, and asphaltic cement. - -A typical composition for the bituminous concrete, to be as closely -approximated as practicable, is as follows, the percentages being by -weight: - - Pure bitumen in asphaltic cement. 8.5% - Pulverized stone passing No. 200 sieve. 8.5% - Sand passing No. 80 sieve. 10.0% - Sand passing No. 40 sieve. 23.0% - Sand and fine stone passing No. 10 sieve. 15.0% - Crushed stone passing a screen having four meshes to the linear - inch. 25.0% - Crushed stone passing a screen having two meshes to the linear - inch. 10.0% - —————— - 100.0% - -The crushed stone shall be trap rock, granite, or hard, sound, durable -limestone. It shall be crushed to such sizes that all will pass through -a screen with two meshes to the linear inch and shall be of such -assorted sizes of fragments as will, when incorporated with the sand, -pulverized stone, and bitumen, produce a mixture substantially -conforming to the percentages of each named in the preceding paragraph. - -The stone shall be freshly crushed, clean and free from clay, loam, -organic matter and refuse of every kind. - -The sand shall be silicious, and free from clay, loam and refuse of all -kinds. The grains shall be of such sizes that approximately twenty-five -per cent. (25%) of the whole will pass the number eighty (80) sieve, -fifty-eight per cent. (58%) shall pass the No. 40 sieve and not more -than seventeen per cent. (17%) will pass the number 10 sieve, when used -in the order named. The pulverized stone shall conform to the -requirements of Sect. 49. Portland Cement may be substituted for not -more than twenty per cent. (20%) of the pulverized stone if the Engineer -so directs, in which case the Portland Cement actually so used shall be -paid for extra at the prevailing market price, to be agreed upon in -advance. The asphaltic cement shall comply with the requirements of -Sects. 43, 44, 45, 46, 47, and 50, except that it may have a somewhat -higher penetration, as may be determined by the Engineer.[58] - -=111. Mixing.=—The materials composing the concrete shall all (except -the pulverized stone and Portland cement) be uniformly heated to a -temperature not exceeding three hundred and fifty degrees Fahrenheit -(350° F.) and not below three hundred degrees Fahrenheit (300° F.), and -while at such temperature shall be incorporated and mixed in a -mechanical mixer. The stone, sand, and pulverized stone shall be placed -in the mixer in the order named and well mixed together, after which the -asphaltic cement shall be added and the mixing continued until each -fragment is thoroughly coated with cement. - -=112. Laying on the Street.=—The mixed concrete shall be taken to the -street as soon as practicable after leaving the mixer. It shall be -unloaded on the street, properly spread and truly graded with asphalt -rakes to such a depth that after compression by rolling it will have a -thickness of not less than two inches. The concrete when unloaded on the -street shall be at a temperature not below two hundred and eighty -degrees Fahrenheit (280° F.). In spreading and grading, all material -must be moved from the pile into which it was unloaded. As soon as -practicable after the concrete shall be graded, the surface shall be -thoroughly rolled with a ten-ton asphalt roller and the rolling -continued until the roller makes no further impression on the concrete -surface. When completed the surface must conform closely to the pavement -datum so that there will be no depressions or elevations exceeding -one-fourth inch above or below the pavement datum. - - - - - HYDRAULIC CONCRETE ROADWAY PAVEMENT[59] - - -=113.= The sub-foundation for hydraulic concrete pavement shall be -prepared as specified in Section 26. - -=114.= The pavement shall be constructed in two courses called the -bottom course and the top course, as hereinafter specified.[60] - -=115. Bottom Course.=—The bottom course shall be four (4) inches in -thickness[61] and shall be composed of the materials specified in Sects. -29, 30, and 31. The concrete shall be composed of one part Portland -cement, three parts sand and six parts of broken stone, and shall be -mixed and placed as specified in Sects. 35 and 36, but its top surface -when properly compacted shall be parallel to and not less than two (2) -nor more than two and one-half (2½) inches below the pavement datum. - -=116. Top or Surface Course.=—The top course shall be composed of the -Portland cement specified in Sect. 29, the sand specified in Sect. 30 -except that it shall be especially clean, and the grains shall be of -such size that at least seventy-five per cent. (75%) of the mass will -fail to pass a screen having thirty (30) meshes to the linear inch, and -shall be of superior quality for making concrete; and of crushed Trap -Rock,[62] or of stone equally hard, strong and durable. - -The trap rock shall be crushed to such sizes that all will pass through -a screen having meshes one and one-fourth (1¼) inch square and that none -will pass through a screen having meshes one-half (½) inch square,[63] -and it shall be free from clay, refuse or other foreign substances. - -=117.= The surface-course concrete shall be composed of one part -Portland cement complying with Sect. 29, one and three-quarters (1¾) -parts of sand, and, generally, three and one-half (3½) parts of crushed -stone, but the ratio of crushed stone shall be such that in the -completed concrete the volume of mortar in the compressed mass shall -exceed by about fifteen per cent. (15%) the voids in the stone.[64] The -cement and sand shall be thoroughly mixed together dry, enough clean -water then added to make a rather wet mortar and the mixing continued -until the materials are thoroughly incorporated into a homogeneous mass. -The crushed stone shall then be added, and the mixing continued until -every fragment of stone is completely covered with mortar. Sufficient -water shall be added during the mixing, if necessary, to make a “wet” -concrete, but not so wet that free water will flow from the mixed mass. -In handling and adding the stone to the mortar care must be taken to -prevent the stone segregating into masses of different sizes. The -concrete for the top course shall be made with special care and thorough -work, the intention being to secure a superior quality of concrete.[65] - -=118.= The concrete thus prepared shall be placed upon the bottom course -before the latter has begun to set[66] and carefully graded so that when -properly compacted its top surface will coincide with the pavement -datum. The concrete will then be well rammed by rammers having a face of -6 by 6 inches and weighing not less than twenty (20) pounds after which -the surface will be completed by rolling with a power roller of the -asphalt type weighing not less than five (5) tons.[67] All these -operations must be completed before any of the concrete in either course -shall have begun to set. The surface shall not be plastered with neat -mortar nor shall it be trowelled. - -=119.= The completed surface must coincide with the pavement datum to -the extent that a properly formed template when applied to the surface -shall show no departure from the pavement datum exceeding -three-sixteenths (³⁄₁₆) inch. - -=120.= After the laying of the pavement has been completed it shall be -allowed to stand until the concrete of both courses shall be fully set, -which period shall be not less than ten (10) days, or longer, if -conditions make a longer time necessary, as the engineer may direct, of -which he shall be the sole judge. During this period the concrete shall -be kept in a moist condition throughout, by sprinkling with hose or -otherwise. No travel shall be allowed upon the street until the engineer -shall open it for public use. The concrete shall not be laid during rain -storms or when the thermometer is below forty-five (45) degrees F., and -in case there may be danger from frost the whole surface of the concrete -shall be covered by straw or hay. Manure must not be used for this -purpose. - -=121. Expansion Joints.=[68]—An expansion joint along the curbing on -each side of the street shall be provided in accordance with Sect. 101. -Expansion joints shall also be provided and constructed as follows: -Wherever the width of the pavement exceeds twenty (20) feet between -curbs there shall be a expansion joint along the longitudinal center of -the street; expansion joints shall also be made, at right angles to the -street and extending continuously from curb to curb, at distances apart -not exceeding twenty (20) feet. These expansion joints in the body of -the pavement shall be made by cutting entirely through both courses of -concrete along a straight line, using a special straight-edged cutter -not more than three-sixteenths (³⁄₁₆) inch thick, when the concrete is -laid in hot weather and not more than three-eighths (⅜) inch thick if -the concrete is laid when the thermometer is below sixty (60) degrees F. -The cutting of the expansion joints shall be carefully and skillfully -done, and after each joint is cut a special T-shaped smoother, the stem -of which is one inch deep and of the same thickness as the cutter shall -be worked back and forth in the joint until the edge of the concrete -adjoining the joint shall be well and smoothly compacted. The smoother -shall be so formed as to round off the corners of the concrete to a -circular form having a radius of one-fourth (¼) inch. All these -operations shall be completed before the concrete has begun to set. -After the concrete has set and before the street is opened to travel all -expansion joints shall be poured full of bituminous cement, as specified -in Section 90.[69] - -=122. Bituminous Coating.=[70]—After the concrete shall have become -fully set as determined by the engineer and before the street is opened -to travel the whole surface of the pavement shall be covered by a -finishing coat of bituminous road oil as hereinafter specified. - -The road oil shall be prepared from native asphalt or from a crude oil -having an asphaltic base. Not less than 95 per cent. of the oil shall be -soluble in cold carbon di-sulphide, and it shall contain not less than -thirty (30) per cent. of solid asphalt, nor more than ten per cent. of -fixed carbon. It shall be of such consistency as to flow freely at a -temperature of seventy-five degrees (75°) F. The oil shall not be -applied except when the road surface is perfectly dry and when the -temperature of the air is not below 60° F. - -The oil shall be evenly distributed over the whole surface of the street -at the rate of one-half (½) gallon of oil per square yard of surface, -and well worked over the surface with squeegees or other suitable -devices. - -Not less than twenty-four hours after the application of the oil the -surface of the pavement shall be evenly covered to a depth of one-fourth -inch with clean, dry stone screenings or coarse sand, after which the -street may be opened to travel. - - - - - GENERAL SPECIFICATIONS FOR EXPERIMENTAL OR UNTRIED PAVEMENTS[71] - - -=123.= Contractors or promoters submitting proposals for the -construction of new, experimental, or special street pavements, the -merits of which have not been established by experience in the city -of ..., must submit with their proposal a full and complete set of -specifications for the construction of the pavement. If contract shall -be awarded under said proposal, said specifications will be made a part -of the contract entered into. The Engineer will enforce compliance with -these specifications, as the construction work proceeds, without -assuming or incurring any responsibility for the character, quality, -serviceability or durability of the resulting pavement. But the -Contractor shall be subject to and shall comply with the requirements -and stipulations of Sects. 1 to 25, inclusive, of these specifications. - -=124. Special Guaranty.=[72]—Inasmuch as the pavement to be constructed -under the special specifications submitted by the Contractor is more or -less of an experimental character, having not been heretofore used in -the city of ... to an extent sufficient to establish its value, the -Contractor shall be held wholly responsible for the utility, -serviceability and durability of the pavement so constructed; and he -shall enter into a guaranty to the effect as follows: - -That the pavement will fulfill all the usual and legitimate requirements -of a satisfactory roadway pavement upon the street upon which it is to -be laid. - -That the pavement will successfully serve and endure the travel to which -the street may be subjected for a period of ... years next following the -date of the certificate of its completion and acceptance, and shall be -in good condition at the end of that period, ordinary and reasonable -wear and tear, and accidental or other injuries not due to defects in -the pavement itself, excepted. - -That the Contractor will, at his own cost, keep the said pavement in -satisfactory repair during said period of ... years, and will leave it -in a condition of satisfactory repair at the end of that period. - -That the Engineer, or his successor or successors in office, shall be -the sole and final judge as to whether the conditions of this guaranty -shall be, or shall have been complied with. - -That in case the pavement shall not, in the judgment of the Engineer, -fulfill the terms and conditions of this guaranty at any time during -said period of ... years, or upon its expiration; or in case the -Contractor shall fail to make all or any of the repairs that may in the -judgment of the Engineer be or become necessary during said period -of ... years, within a reasonable period to be determined by the -Engineer, but not to be less than twenty (20) days after notice to make -such repairs has been given him by the Engineer, he (the Engineer) may -proceed to make or to have made such repairs, or to repave the street, -in any manner that he may deem necessary or advisable, and to charge the -cost of such repairs or repavement to the Contractor, provided, that the -sum or sums so charged against the Contractor shall not, in the -aggregate, be more than the amount paid to the Contractor for the -construction of the pavement. - -=125. Bond.=—The Contractor shall give bond with sureties satisfactory -to the Engineer in a sum not less than the estimated cost of the -pavement at the contract prices, the term of the bond to extend over the -entire period of ... years, for which the pavement is guaranteed. - -=126.= During the said period of ... years the Contractor shall, upon -being notified by the Engineer so to do, make any repairs to the -pavement that may become necessary by reason of cutting into it for the -purpose of constructing or repairing pipes, conduits or other -underground structures, or street railroad tracks, or by reason of -accidental or unusual causes, or of any causes other than those due, in -the opinion of the Engineer, to the failure of the pavement to meet and -fulfill the terms of the guaranty stipulated in Section 124. And for -making such repairs the Contractor shall be paid the price of ... per -square yard for the repairs actually so made. Repairs so made shall be -subject to the terms of the guaranty, stipulated in Section 124, until -the expiration of the said term of ... years after the date of the -original certificate of completion and acceptance. In case the -Contractor shall neglect or fail to make such repairs within a period of -twenty (20) days after he shall have received notice to do so, the -Engineer may proceed to make or to have made such repairs, and he shall -charge to and collect from the Contractor the cost of the repairs so -made. - - - - - HYDRAULIC CONCRETE COMBINED CURB AND GUTTER[73] - - -=127.= Hydraulic concrete combined curb and gutter shall be constructed -in accordance with general plan No. ... attached to and made a part of -these specifications, but the rise from the gutter to the top of the -curb may be varied so as to facilitate drainage.[74] - -=128. Excavation.=—All excavation required for the curb and gutter shall -be completed and trimmed to the proper lines as shown by the drawing. -The drainage trench under the curb and gutter shown on the drawing shall -have the top width and general form shown in the drawing but its depth -may be varied to secure proper drainage, as the engineer may direct, -provided that its depth below the base of the concrete shall not be less -than nine inches nor more than two feet. - -=129. Broken Stone Drainage.=[75]—After the excavation shall have been -completed the trench shall be filled up to the level of the base of the -concrete with sound, durable broken stone, or coarse gravel, from which -the small fragments shall have been removed by screening over a wire -screen having openings not less than one inch square. The stone or -gravel shall be thoroughly tamped in the trench in layers not more than -six (6) inches thick by the use of rammers weighing not less than thirty -(30) pounds and having a face area not exceeding thirty-six (36) square -inches, and its completed top surface shall conform truly to the -designed base of the concrete. These drains shall be connected at -suitable intervals with sewers, drains or other outlets to keep them -free from standing water. The trench filling shall be completed at least -twenty-five feet in advance of placing the forms for the concrete. - -=130. Concrete.=[76]—The concrete shall be made of one (1) part Portland -cement, one and three-fourths (1¾) parts of sand and three (3) parts of -crushed stone or clean gravel. The Portland cement shall comply in all -respects with the requirements of Section 29 of these specifications. - -The sand shall be clean, sharp silicious sand made up of grains of such -size that not more than fifteen per cent. (15%) will pass a number -thirty (30) sieve. It shall not contain more than five per cent. (5%) of -clay or loam nor more than two per cent. (2%) of organic matter or other -refuse. The stone shall be sound, hard, durable, and freshly broken, -free from clay, loam, organic matter, or other impurities. Trap rock or -granite will be preferred, but limestone, if hard and sound, may be used -with the approval of the engineer. Only those fragments of the crushed -stone that pass a screen with openings three-fourths inch square and -those that are held on a screen with openings one-fourth inch square -shall be used in the concrete. - -=131. Mixing and Placing Concrete.=—The concrete shall be mixed in -accordance with Section 35 of these specifications. Very thorough mixing -will be required. - -The mixed concrete shall be handled so as to prevent as far as -practicable any separation or segregation of the stone and mortar. When -in place it shall be compacted by tamping and where placed against -forms, forking or other effective means must be used to bring mortar to -the surface and to secure complete contact between mortar and forms, so -as to leave a solid, homogeneous and unbroken surface when the forms are -removed. Where the concrete may not be laid against forms, all exposed -surfaces must be troweled to a true surface conforming accurately to the -lines shown by the plans, templates and straight-edges being used where -necessary. - -=132. Weather.=—Concrete in combined curb and gutter shall not be laid -in freezing weather nor shall frozen materials be used in the work. -Completed work must be securely protected from frost for at least seven -days after it is laid. Any concrete curb and gutter that may become -frozen within that period shall be wholly removed and replaced with new -work. - -=133. Expansion Joints.=—The combined curb and gutter shall be divided -into blocks or panels not more than twelve feet long, by clear, open -expansion joints perpendicular to the face of the curb, extending -entirely and continuously through the whole mass of the concrete. These -expansion joints shall be three-eighths inches wide and may be formed -either by cutting through the completed curb and gutter with a suitable -tool, or by the use of iron forms or partitions, but in either case the -corners at the ends of the blocks must be made solid and dense and -troweled with a suitable tool. - -=134. Circular Corners.=—At the intersections of streets, circular -corners, having a radius equal, generally, to one-fifth of the width of -the roadway of the narrower street, shall be constructed of the same -dimensions and quality as on the body of the street, and the curb and -gutter will be extended along the line of the cross street back to the -front lot-lines. Properly curved circular curb and gutter shall also be -constructed at all angles exceeding five degrees in the line of the -curbing. - -=135. Corner Protection.=—Galvanized steel corner protectors or -nose-pieces shall be used to protect the upper and outer corner of the -curb at all circular corners and angles in the street. This steel -protection may be of any pattern or section procurable in the market and -approved by the engineer. It shall be firmly anchored and secured into -the concrete. - -=136. Finishing.=—After the forms have been removed and before the -concrete has set up too hard to be affected by the brush, the face and -top of the curb shall be lightly scrubbed by a suitable wire brush so as -to completely remove any glazed surface and to produce a surface of -uniform texture and appearance. Dry cement or neat cement mortar shall -not be used for dressing up exposed surfaces.[77] - -=137. Forms.=—The forms used may be of dressed lumber or of metal as the -contractor may prefer. But they shall have sufficient strength and -rigidity to hold the concrete firmly in place, and to preserve the -correct dimensions, alignment and levels of the curb and gutter. - -=138. Protection.=—The completed curb and gutter shall be protected from -fracture, deformation or spalling until the concrete has fully set. The -concrete must be kept moist for at least five days after it has been -laid. Any part of the curb and gutter that shall have become injured -before it is accepted or the street is opened for travel shall be taken -up and replaced by the contractor. - -=139. Payment.=—Concrete combined curb and gutter will be paid for by -the linear foot in place, the measurement to be made along the upper and -outer corner of the curb. The price per linear foot named in the -contract will cover all the excavation or grading required and all the -materials and labor, including all necessary forms, for constructing the -curb and gutter complete. But the crushed stone used for drainage will -be paid for by the cubic yard measured in place, and steel corner -protection will be paid for by the linear foot in place, at the prices -named in the contract. - - - - - HYDRAULIC CONCRETE SIDEWALKS - - -_Note._—These specifications conform to the common practice of laying -the sidewalk in two courses. - -In the author’s judgment this is neither necessary nor desirable. He -believes that it would be better and somewhat cheaper to use a single -course of concrete four inches in thickness. He suggests for this -concrete the ratios of one cement, two sand, and three and one-half -stone, the latter to be crushed to pass a screen with five-eighths inch -square openings. - -Tamping will bring a sufficient quantity of mortar to the surface to -permit of satisfactory finishing. While the materials for such a single -course of four inch concrete would cost somewhat more, the saving in -cost of labor would, at usual prices of material and labor, make the -single-course construction somewhat cheaper, while the solid four inches -of richer concrete would make the walk much stronger. In fact, a single -course of such concrete three inches thick would be sufficient in a -great majority of cases. While the surface might not have the glazed -appearance common in the two-course work it would be really better for -use—a polished and slippery surface on sidewalks is not desirable. - - - SPECIFICATIONS[78] - -=140.= The hydraulic concrete sidewalk shall be ... feet in width and -its outer edge shall be ... feet from the outer face of the street -curbing. It shall be constructed with two courses of Portland cement -concrete as hereinafter specified. - -=141. Excavation and Grading.=—The ground to be occupied by the sidewalk -shall be excavated or filled to a sub-grade which after being compacted -shall be ... inches[79] below the finished surface of the sidewalk. The -sub-grade shall be neatly dressed to a plane surface sloping downward -toward the street one-fourth inch in one foot horizontal, and to such -longitudinal gradients as the engineer may prescribe. The completed -sub-grade shall project four (4) inches in excavation and eighteen (18) -inches in embankment on each side beyond the edges of the completed -sidewalk. After the grading is completed the surface shall be compacted -by rolling or ramming. - -=142. Drainage Course.=—Upon the sub-grade prepared as specified in -Section 141 a drainage course composed of broken stone, gravel or -boiler-plant cinders, ... inches[80] in thickness shall be laid. Broken -stone for this purpose may be of any durable stone crushed to such size -that all will pass through a screen with two inch openings. Crusher-run -material may be used unless it contains an excessive quantity of fine -material. Gravel for the purpose may be any sound durable gravel all of -which will pass through a two inch screen and be retained upon a -one-fourth (¼) inch screen. If cinders are used they must be good -boiler-plant cinders from which the ashes have been screened out. The -cinders must be thoroughly drenched with water at least one week before -they are placed in the sidewalk.[81] - -=143.= This drainage material shall be placed on the sub-grade and -properly graded. After grading it shall be thoroughly compacted by -ramming or rolling, and its surface shall be brought to a plane parallel -to and ... inches below the designed surface of the sidewalk, after -which the surface inequalities may be leveled up with screenings or -small gravel. - -The bottom of the drainage course shall be connected with the street -drains or sewer inlets by three-inch hard drain pipe at such points, not -more than three hundred feet apart, as will drain all standing water out -of the drainage course. - -=144. Concrete, Bottom Course.=—The bottom course of concrete ...[82] -inches in depth, shall be constructed and placed in accordance with -Sections 28, 29, 30, 31, 32, 33, 34, 35 and 36 of these general -specifications, except that the maximum size of the crushed stone shall -not exceed one-half the thickness of the bottom course of concrete and -the concrete shall be uniformly composed of one part Portland cement, -three parts sand and six parts of crushed stone. Its upper surface shall -be brought to a plane parallel to and one inch below the designed -sidewalk surface. - -=145. Surface or Finishing Course.=—The surface or finishing course -shall be of concrete, one inch thick, composed of one part Portland -cement, one and one-half parts sand and two and one-half parts of hard, -durable stone, crushed to such sizes that all will pass through a screen -having openings one-half (½) inch square and none will pass through a -screen having openings one-eighth (⅛) inch square.[83] This concrete -shall be made as specified in Sections 28, 29, 30, 31, 32, 33, 34, 35 -and 36 except in the particulars named in the preceding paragraph. Care -must be taken to make the mixing very thorough. The quantity of water -used in this concrete shall be just sufficient to make a moderately wet -mixture, and care shall be taken to make the different batches as nearly -as practicable of the same consistency. - -The surface concrete shall be spread over the bottom-course concrete -before the latter has begun to set,[84] properly graded, well compacted -by ramming, and its upper surface brought to the true designed plane and -surface of the sidewalk by the use of straight-edges and troweling,[85] -after which the surface shall be lightly gone over with a wire broom or -brush to slightly roughen the surface. The finished plane of the -sidewalk shall have a transverse downward slope toward the street of -one-fourth (¼) inch to one foot of horizontal width. At no place shall -the thickness of the surface-course be less than three-fourths of one -inch. The outer top corners of the sidewalk shall be rounded off with a -suitable tool to a radius of three-fourths (¾) inch. - -=146. Forms.=—Substantial and suitable forms of wood or iron shall be -furnished and used by the contractor to support the concrete until it is -hard set, when they shall be removed at his expense. - -=147. Expansion Joints.=—After the laying of both courses of concrete is -completed expansion joints at right angles to the sidewalk, and not more -than four (4) feet apart shall be constructed in the sidewalk in the -following manner: the joint will be located by a line on the surface of -the sidewalk and a straight-edged cutting tool one-fourth (¼) inch thick -will be used to cut entirely through both courses of concrete, -accurately along the line marked out, entirely across the sidewalk, -after which a T-shaped trowel or tool shall be used to smooth and -compact the cut surfaces for a depth of one inch, and to round off the -corners of the sidewalk blocks to a radius of one-fourth (¼) inch.[86] - -Where the ends of the sidewalk abut against the curbing a clear -expansion joint one and one-fourth (1¼) inches wide shall be left -between the sidewalk and the curb. - -=148.= After the concrete laying is completed it shall be protected from -use or injury until the concrete is set hard enough to withstand travel, -and it shall be kept continuously damp for at least five days after the -concrete is laid. - -=149. Weather.=—Concrete in sidewalks shall not be laid in freezing -weather nor shall frozen materials be used in the work. Completed work -must be securely protected from frost for at least seven days after the -concrete is laid. Any concrete sidewalk that shall become frozen within -that period of time shall be wholly taken up and replaced with new work, -at the expense of the contractor. - -=150. Regrading.=—Directly after the concrete is completed, the forms -removed, and the work inspected by the engineer, the space between the -outer edge of the sidewalk and the street curb shall be excavated or -filled up and dressed to a plane one inch below the top of the sidewalk -and the top of the street curb; and the space on the inner side of the -sidewalk shall be graded to a plane one inch below and parallel to the -surface of the sidewalk for a distance of two feet back from the edge of -the sidewalk and completed with a slope of one and one-half to one to -the natural surface of the ground. Where this regrading requires filling -up the filling material, for a depth of four inches from the surface, -shall be good, rich surface soil. - -=151.= Should any defects due to faulty material or workmanship develop -in the sidewalk within one year after the completion of the same the -contractor shall repair or reconstruct all such defective places at his -expense, doing the work in accordance with these specifications. - -=152. Measurement and Payment.=—Concrete sidewalk will be measured and -paid for by the square foot of completed sidewalk surface, and the unit -price per square foot shall cover the entire cost of the work, including -grading, drainage work, all material and labor, forms, and the regrading -or dressing up after the completion of the concrete work; except that -the drain pipe used will be paid for per linear foot at the price named -in the contract which price shall cover the cost of furnishing and -putting the pipe in place complete. - - - - - PART II - INSTRUCTIONS TO INSPECTORS ON STREET PAVING WORK - - - - - INTRODUCTORY NOTE - - -Any general code of instructions for inspectors on street paving work -must necessarily be little more than tentative or suggestive, as applied -to any one city. - -That here presented is intended for use in connection with the -specifications in Part I of this book. Different specifications might -make necessary many changes in the instructions that follow. The local -or special conditions in any city might also make them inapplicable -without material modifications and additions. - -The author believes that in every city where considerable street -pavement work is prosecuted and a number of inspectors employed on such -work, some such code of instructions to inspectors should be formulated -and used. Even where the inspectors are of high character and fully -competent, the adoption of a system of rules and regulations relating to -their work will tend to unify procedure, prevent misunderstandings and -promote good discipline. - -The preparation of such a code of instructions requires no little time -and thought, especially where there are no precedents to suggest what is -needed, or to be used as rough patterns. It is with the hope that the -code here presented may be found useful in this way, even though it may -be not appropriate for adoption in any given city, that it is offered to -municipal engineers. - - - - - GENERAL REMARKS ABOUT INSPECTION AND INSPECTORS - - -The necessity of having competent and honest inspectors upon any public -work during its construction need not be here argued. It is generally -understood and recognized in the case of work carried out by contract. -Where the contractor is incompetent, careless or unreliable, inspection -is absolutely necessary if good work is to be secured. Even where the -contractor thoroughly understands his business and intends to faithfully -comply with the specifications and to do all his work in a proper -manner, the inspector cannot safely be dispensed with. The contractor -cannot at all times be on the work; whatever may be his intention and -instructions, foremen and laborers cannot be depended upon to exercise -the proper care and judgment, even where they have no inclination, -motive or interest to do otherwise, which is not always the case. It -seems to be deeply and almost irradicably fixed in the mind of the -average foreman on municipal work that he is expected to show his -ability and skill by evading or circumventing the strict requirements of -the specifications and the watchfulness of the municipal agents, -whatever his employer may _say_ to the contrary. Even when fairly -careful, honest and conscientious he may need friendly oversight. He is -naturally and properly anxious to save all the money he can for his -employer, whether from a desire to loyally serve that employer’s -interest, or to enhance his reputation for doing work cheaply. He may -not appreciate the importance of minor requirements of the -specifications and may believe they can be ignored without real -detriment to the utility of the completed work. Like other men he may -sometimes be careless or forgetful, however good his intentions. - -These human qualities are not confined to foremen on _contract_ work. -They are liable if not likely to be found in the foremen on work done -for the municipality by the direct, or day’s work system. They may be -encouraged by the impression or belief that they will not be held by the -municipal authorities to as strict an observance or accountability as -they would be if the work were being done by a contractor—which is too -often true. The absence of some of the motives of foremen employed by -contractors is, therefore, not a sufficient reason for dispensing with -inspectors on work done by the city direct. - -It should be trite to say that inspectors should be chosen with some -regard to their qualifications for the work they are expected to do. One -cannot, of course, expect to secure experts for such positions at the -rate of compensation usually paid; but it is reasonable to require that -an appointee to such positions shall possess the following -qualifications: - -That he shall be honest, trustworthy and loyal. - -That he shall be a man of at least average intelligence and common -sense. - -That he shall have some practical knowledge of or experience in the work -he is employed to inspect. - -That he shall be a man of good personal habits. - -That he shall be habitually punctual, industrious, and alert, and shall -possess a fair share of that quality commonly called “backbone.” - -It will not, I am sure, be denied that a very large number of the -inspectors found upon municipal public work fall short in one or more of -these qualifications. - -Inspectors who habitually expect or accept compensation or gratuities -from the contractor violate the first requirement, and their number is -astonishingly large. These are useless, or worse than useless, to the -municipality. There are not a few contractors who will take advantage of -the presence on the work of such inspectors to do things that they would -not do if thrown wholly on their own honor and responsibility. -Contractors can hardly be blamed for expecting some compensation for the -money thus exacted or accepted by the inspector from them. - -The requirement that the appointee shall have some practical knowledge -of and experience in the work he is expected to do, while often -disregarded, is of real importance. Good workmanship embraces many small -details that are essential, and inferable from the specifications, but -cannot be stated at length therein, and the inspector should have a good -working knowledge of these. - -Unfortunately, large numbers of inspectors are employed for personal or -political reasons, or because more competent men are not available. They -know little or nothing from practical knowledge and experience about the -work they are assigned to inspect. Efficient service cannot be expected -from such, even if they possess the other necessary qualifications. The -obvious remedy, where a sufficient number of qualified inspectors cannot -be obtained at call, would be to train up a permanent force by having -the promising tyros serve a sufficient apprenticeship under older and -more experienced inspectors; but this is seldom done. - -Inspectors, whether appointed by the engineer in charge or not, should -be absolutely under his control, including the power of dismissal -without unnecessary formalities. Where they are under civil service -regulations and can be dismissed only upon charges and after a hearing -before some third person, the obstacles in the way of promptly getting -rid of an incompetent or unfaithful inspector are often so great as to -be discouraging if not deterrent. He may be clearly below a reasonable -standard of honesty or efficiency but it may be very difficult to -formulate distinct charges and support them with positive evidence. -Thus, one may be morally certain that an inspector is accepting -gratuities from a contractor, but unable to prove it by legal evidence. -If in such cases the judgment and integrity of the responsible engineer -cannot be trusted, he is not fit, himself, for the position he occupies. - -The question of how much authority and power shall be given to the -inspector is always a troublesome one. If he be too much limited or -restricted, he cannot properly discharge his duties or command the -necessary respect from the contractor and his employees; if he be given -too much authority and is disposed to be arbitrary or unreasonable, the -contractor may be unjustly treated. So far as the definite requirements -of the specifications are concerned there can usually be no room for -going astray, but in the numberless little details not specifically -covered in the specifications, or where their language and intent is not -clear, differences and disputes may result which require a degree of -knowledge and judgment that the inspector may not possess, and where his -decisions might be against the interests of the municipality or unjust -to the contractor. In such cases the matter should always be referred to -the engineer or his assistant. - -Where inspectors are employed upon work done directly by the -municipality the relation between them and the superintendent or foreman -should be clearly defined and understood. Briefly stated, this relation -should be the same as that between the inspector and the contractor on -contract work. - - - - - INSTRUCTIONS FOR THE GUIDANCE OF INSPECTORS ON STREET PAVING AND - INCIDENTAL WORK - - - GENERAL - -=1.= The chief duty of the inspector is to see that the work to which he -is assigned shall be carried out in full and strict accordance with the -plans and specifications therefor, and with such additional instructions -as may from time to time be given by the engineer. - -=2.= These instructions are intended to supplement but in no case to -take the place of the specifications for the work, which must be fully -and strictly complied with, unless they are changed or modified by the -engineer. - -=3.= Wherever the words “_the engineer_” are used in these instructions -they refer to the chief engineer in charge of the work for the -municipality, or his authorized deputies or agents. - -Wherever the words “_the contractor_” are used they refer to the person, -or firm, or corporation under contract to perform the work to which you -are assigned, or his agents or employees engaged upon the work. - -=4.= You will report to and be under the exclusive direction and control -of the engineer. - -=5.= Upon being assigned to any work you will obtain copies of the plans -and specifications under which it is to be done, and will carefully read -and acquaint yourself with all their provisions and requirements. If any -part of these plans and specifications are not clearly understood by -you, you will ask the engineer for explanations and instructions, and -will be governed thereby. Failure to understand or to be familiar with -the plans and specifications will in no case be accepted as an excuse -for not complying with and enforcing them. - -You will also obtain, study and familiarize yourself with all the blank -forms, reports, etc., that are to be used by you on the work, so that -they may be correctly utilized; you will also obtain a proper supply of -such apparatus, tools, stationery, etc., as you will need upon the work. - -=6.= In inspecting any work done under contract you are to assume that -the contractor is bound to carry out in good faith the plans and -specifications attached to his contract, and that he may be, and must -be, held to a strict compliance with them unless you receive -instructions to the contrary from the engineer. You will be held -responsible for the enforcement of these plans and specifications so far -as they relate to the doing of the work. - -=7.= In case the contractor or his agents shall neglect or refuse to -comply with the plans and specifications or to perform the work in a -proper manner, or in accordance with the instructions of the engineer, -you will direct him to suspend the particular work in fault and will -report all the facts promptly to the engineer and await his -instructions, which, when received, you will proceed to enforce. - -=8.= You will be expected to be upon the work at all times when work is -in progress, whether during ordinary working or office hours, or not. -But in case the contractor shall work continuous day and night forces, -or otherwise so conduct the work as to require the presence of an -inspector for unusual or unreasonable hours of service, you will notify -the engineer and ask instructions or assistance. If for any reason you -are to be unable to be present whenever work is in progress you will -promptly notify the engineer in time to enable him to supply a -substitute. - -=9.= All reports and records required of you by the engineer must be -promptly made up and forwarded to him at the time and in the manner he -may direct. You will promptly acknowledge in person or writing any -instructions received from the engineer and in case such instructions -are not clearly understood by you, you will ask for explanation or -advice. - -You will keep a notebook or diary in which all occurrences or matters of -interest relating to the work will be recorded each day, which book will -be delivered to the engineer on the completion of the work, or whenever -your connection therewith may end. All diaries, notebooks and records -kept on the work are the property of the city. - -=10.= While your first duty is to see that the work is done in -accordance with the plans and specifications, you will, so far as -consistent with this duty, be considerate of the interests of the -contractor and facilitate his work as much as practicable. Materials -should be inspected promptly upon delivery and in such a manner as not -to delay or discommode the contractor more than is necessary. Errors, -defects or delinquencies in the work should be detected and called -attention to promptly, so as to avoid tearing up and re-construction as -far as practicable. - -=11.= Orders and instructions should be given to the contractor or his -foremen or representatives on the work and not to the laborers, unless -in urgent cases. - -=12.= You shall not at any time, before, during, or after the completion -of the work, ask or accept from the contractor or any of his agents or -employees, or from any other person whom you may have reason to believe -is acting for the contractor, any money, gifts, gratuities or other -considerations of value, whether as compensation for services rendered -him or otherwise. The penalty for violation of this rule will be -dismissal from the service followed by such legal prosecution as the -engineer may direct. This rule does not apply to the ordinary small -courtesies common between gentlemen associated in business. - -=13.= It is a condition of your employment that your services shall be -loyal to the interests of the municipality, efficient, and satisfactory -to the engineer, and that whenever in his opinion your service falls -short of this standard he may dismiss you at any time, without previous -notice. - - - - - STREET PAVING WORK - - -=14. Sub-foundation.=—The usual procedure in preparing the -sub-foundation for a pavement is: - -The removal of the old pavement if one exists on the street. - -The setting of new or the resetting of the old curbing. (If concrete -combined curb and gutter is used it is not constructed until after the -rough grading is done.) - -The rough grading of the street. - -The fine grading of the street. - -In this work the main things for the inspector to look after are the -following: - -If an old pavement is to be taken up and any part of it is to be -reserved for use by the city, see that the material is not injured in -handling and is disposed of as the specifications or the instructions of -the engineer require. - -=15. Curbing.=—New curb stone should be inspected as soon as practicable -after it is delivered on the street so that the contractor may have time -to replace any that may be rejected. Rejected stones should be plainly -marked on their tops with red paint, and the contractor required to -remove them from the street. Stones that are defective in dressing -should be given some distinctive mark and the attention of the -contractor called to them so that the necessary redressing may be done -well in advance of the setting, and reinspected. - -If the old curb stone is to be redressed and reset, it should be -inspected as soon as possible after it is taken out and all stones that -are not suitable for re-use rejected and removed from the work. The -redressing of the stones should be looked after carefully. The tendency -in this work is toward the use of old stones that do not, or cannot be -made to comply with the specifications, and toward laxity in the -dressing. - -=Setting Curbing.=—In the setting of curbing the points to be looked -after are: - -To see that the trenches are excavated to the full dimensions so as to -provide space for the use of the full quantity required of concrete, -gravel or broken stone in which the curb is to be embedded. - -To see that the stones are set to true grade and alignment. - -That the concrete, gravel or crushed stone used is of the proper -quality, the proper quantity used, and that it is placed and compacted -so as to fill the spaces designated under and around the stone. The -tendency of the workmen is to treat these details as unimportant and to -slight the work. - -After the curbing is set any spaces between it and the edge of the -sidewalk are to be cleaned out, filled and trimmed with Portland cement -mortar. - -=16. Rough Grading.=—If plows and scrapers are used in the rough -grading, see that they are not allowed to penetrate or to disturb the -natural soil below the true grade, and to prevent this it is better to -require that the plowing and scraping shall not approach nearer than one -or two inches to the true grade. - -If embankment or filling is necessary, the filling material must be -deposited in regular layers not more than six inches deep and each layer -must be well compacted by rolling or ramming before the next layer is -applied. - -=17. Fine Grading.=—The fine grading (with pick or mattock and shovel), -to bring the sub-grade to the true grade and contour required, should be -done with reasonable accuracy and care. Allowance must be made for -compression under the roller, so that when completed the surface shall -not vary more than half an inch below nor more than a quarter of an inch -above the true grade, in order that room for the full thickness of -concrete foundation may be provided, and no more. Humps, depressions and -irregularities of the surface are to be avoided. The fine grading will -be completed by thoroughly rolling or tamping the surface to make the -soil firm and dense. On some soft or wet, clayey soils, excessive -rolling may produce a plastic or “liver-like” condition and the rolling -should be discontinued where such a tendency appears. - -=18. Work Incidental to Grading.=—Where it is a part of the contractor’s -work to reconstruct or readjust catch basins, manholes, covers, and -other structures, he should be required to keep this work done well in -advance of the laying of the concrete foundation. If this work is -delayed until after the main body of the concrete is in place, leaving -openings to be filled later, hurriedly and perhaps carelessly, it may -result in weak patches in the concrete around these structures, where, -in fact, the concrete should be strongest. - - - CONCRETE FOUNDATIONS - -=19.= The concrete foundation of a pavement is a most important part of -the work, and must not be slighted in any way. - -=20. Quality of Materials.=—The quality of the materials used for making -the concrete are fully described in the specifications, and they must be -substantially and uniformly adhered to. - -The Portland cement delivered on the street will presumably have been -previously inspected and accepted by the engineer, but any change in the -kind, or brand, or apparent quality of the cement delivered after the -beginning of the work should not be permitted without the approval of -the engineer. Barrels or bags of cement not plainly marked with the -brand, or name of the manufacturer must be rejected. You will frequently -make balls of stiff mortar from the cement and sand used (1 part cement, -2 parts sand) and set them aside for observation. If in eight hours -these balls do not set up hard the fact should be promptly reported to -the engineer. - -The sand and stone will naturally vary slightly from time to time, but -should not differ materially from the requirements of the specifications -or the standards adopted by the engineer. Stone or gravel that contains -any considerable quantity, say more than 5%, of foreign matter, such as -soil or refuse, should be rejected. Stone containing an excessive -quantity of fine fragments or screenings bunched together in the pile, -should be mixed with the mass of larger stone before it is used, so as -to produce a mass of fairly even composition. Stone that is coated with -mud, or that is not sound and hard should be thrown out. - -Sand that is moderately coarse and does not contain more than 7½% of -clay or soil, and is free from vegetable refuse, may be used. - -=21. Storing Materials.=—Cement stored on the street must be stacked up -on dry lumber floors at least four inches from the ground and -effectually covered to protect it from rain or snow. Packages of cement -which, when turned out for use contain hard lumps should be rejected. - -Sand and stone must be stored on tight lumber floors to prevent their -admixture, when being shoveled up, with street soil or other impurities. -This requirement must be enforced. - -=22. Proportioning Concrete.=—The proportions of cement, sand and stone -or gravel named in the specifications must be strictly adhered to. - -A barrel of Portland cement will be considered as four cubic feet and a -standard bag of cement as one cubic foot. - -It is usual for the contractor to measure the sand and stone by -wheelbarrow loads. In that case you will measure and determine the -capacity, in cubic feet, of the convenient or average wheelbarrow load, -and determine the size and number of loads each of sand and stone -required for one batch of concrete (if made by hand) and thereafter see -that the quantities thus determined are used, and the wheelbarrow -loading uniform. To measure the contents of a wheelbarrow load, use a -square box holding one cubic foot. It cannot be accurately measured on -the barrow. - -As a check upon the proportioning of materials, you should occasionally -keep a record of the quantities of cement, sand and stone used for, say, -one or two hours, and mark and measure up the quantity of concrete made -with them, and from this data compute the ratios of the materials used. -(In ordinary street concrete, proportioned 1:3:6, the volume of rammed -concrete made will just about equal the volume of the stone used.) - -Where the concrete is mixed by a machine with automatic feeding devices, -reliance must not be placed upon the machine for proper proportioning. -Frequent tests of the materials used and the volume of concrete turned -out should be made as described above, and any necessary corrections -made in the feeding devices of the machine. This test should be made -daily if practicable. The eye will usually detect any material change in -the composition of the concrete, and whenever such changes are observed -the composition ought to be at once checked up by measurement. - -=23. Mixing Concrete.=—See that the specifications are followed. Use -sufficient water to make what is commonly called a wet concrete but not -so wet that free water will drain from the mixed batch before ramming. -The test for proper mixing will be that all the fragments of stone are -completely covered with mortar. - -=24. Placing Concrete on Street.=—All concrete must be placed and rammed -before it begins to stiffen or set. Concrete should be so handled that -the mortar will segregate or separate from the stone as little as -possible. When in place on the street it should make a mass of uniform -consistency and appearance. The concrete should, as soon as placed on -the street, be graded to a proper thickness and surface, and then well -compacted by ramming. Insist on good ramming; this part of the work is -not often properly done. The surface of the concrete should be brought -to the true grade by proper grading and tamping. Where necessary to -raise the surface, additional concrete, made of small stone, may be -applied during the tamping. Neat mortar should not be used for this -purpose. Sweeping mortar over the surface with street brooms should not -be permitted—it is useful only to cover up defects and to produce an -extra smooth surface (which is not usually desirable). To measure the -thickness of the bed of concrete, lay a straight-edge upon the surface -with the end of the straight-edge projecting a foot or two beyond the -edge of the concrete, and measure the space from the lower edge of the -straight-edge down to the sub-foundation. - -Care must be taken to finish the surface of the completed concrete at -the proper distance below and truly parallel to the grade and contour of -the finished pavement. This is more important in the case of sheet -asphalt pavements, since irregularities in the concrete will cause -variation in the thickness of the finished asphalt surface, which will -affect the durability of the pavement. The grade stakes for the concrete -should therefore be carefully set and worked to, and humps or -depressions between the stakes should be avoided. - -=25.= In hot, dry, weather the concrete must be kept damp by watering it -until it is at least five days old, and horse-travel over it must be -prohibited until it has set up hard enough not to be injured thereby. - -=26. Old Paving Stone Foundations.=—If a foundation is to be made of old -paving stone blocks reset, the important points to be looked after are, - -The preparation of the sub-foundation. - -The sand bed. - -The setting of the blocks. - -The grouting of the blocks. - -The sub-foundation should be prepared, where necessary, as stipulated in -Sects. 16 and 17 of these instructions. This part of the work is likely -to be carelessly done unless proper work is insisted upon. - -The sand used as a cushion course must be of good quality and reasonably -clean. The use of mixed sand and soil taken from the street excavation -should not be permitted. - -The blocks, after being cleaned from adhering dirt, should be set with -reasonable care, well bedded in the sand cushion, and laid at such an -elevation below the completed pavement surface, that after being well -rammed, the surface will be at the proper elevation below the pavement -datum. - -The grouting of the joints is the most important part of the work. See -that the mortar is made and used in accordance with the specifications, -and that the joints are completely filled. - -=27. Broken Stone Foundations.=—The specifications for broken stone -foundations are sufficiently explicit, and compliance should be insisted -upon. Thorough rolling is especially important. - - - SHEET ASPHALT PAVEMENTS - -=28.= The manufacture of the mixture for sheet asphalt pavement, and the -laying of it on the street, involve a number of separate elements or -operations. The quality and durability of the pavement will depend -largely upon the skill, intelligence and accuracy with which each and -all parts of the work are carried out. The inspector, both at the mixing -plant and on the street, must give constant and intelligent attention to -the work. - -=29. Inspecting at Paving Plant.=—Inspectors at the plant where the -asphalt paving mixture is made will be provided with the following -apparatus: - - 1 nest of standard sieves, Nos. 10, 30, 50, 80, 100 and 200 - - 2 thermometers for sand - - 1 tank thermometer - - 2 standard flow-plates and one dozen cartridges for same - - 1 balance for weighing sand - - 6 dishes, glass or porcelain, 4 inches in diameter. - -=30.= The more important things for the Plant Inspector to watch during -the manufacture of asphalt paving mixture are: - - _a._ Quality and grading of the sand. - - _b._ Temperature of heated sand. - - _c._ Uniform quality of the refined asphalt and flux. - - _d._ Temperature of melted bitumens. - - _e._ Uniform consistency of asphaltic cement. - - _f._ Correct ratios of sand and asphaltic cement. - - _g._ Thorough mixing of materials. - -=31. Sand.=—The general quality and grain-size of the sand, required by -the specifications, must be closely watched and adhered to. - -It is hardly ever possible to secure a natural sand that will conform -strictly to the theoretical composition, but _substantial_ compliance -should be required unless the Chief Engineer directs otherwise. After -any sand has been approved for a given contract or street, all the sand -thereafter used for that street should conform closely to the standard -so approved; for any material change in the quality of the sand will -change the quality of the pavement produced, unless the proportions of -the other materials are changed accordingly. Any material change in the -sand should therefore be promptly reported to the Chief Engineer. - -=32.= Sand for the sieve tests should be taken from the hot-sand box and -allowed to become cold. From the sample thus taken, weigh out 50 grams. -Arrange the nest of sieves with the No. 200 at the bottom followed by -Nos. 100, No. 80, No. 50, No. 30 and No. 10 at the top. - -Place the weighed sample upon the No. 10 sieve and thoroughly shake the -nest until all the sand that will, has passed through the various -sieves; then weigh the various portions, beginning with that which has -passed the No. 200 (deducting in each case the weight of the dish). The -portion _remaining_ on the No. 200, is the quantity _passing_ the No. -100, etc. The sum of all these portions should be 50 grams, though it -will usually be slightly less because of unavoidable waste. In use, keep -the sieves clean and as free as possible from adhering grains by using a -bristle brush. - -=33. Temperature of the Sand.=—The temperature of the heated sand should -be frequently noted by plunging the thermometer into the mass. It should -not fall below 315° F. nor exceed 375° F. It is very important to avoid -over-hot sand, because, in the mixer, the very thin films of bitumen -covering the hot-sand grains are readily and quickly scorched by the -excessive heat in the sand. - -=34. Refined Asphalt and Fluxing Oil.=—Unless otherwise notified by the -Chief Engineer you will assume that the stock of refined asphalt on hand -at the beginning of the work has been inspected and is satisfactory. You -will, however, note the appearance of the material and the character and -marking of the barrels or packages, and will not permit the use of any -new shipments of materials of different appearance or brand without -authority from the Chief Engineer. The above instructions apply also to -the oil used for fluxing. - -=35. Ratio of Asphalt and Flux.=—You will frequently note and record the -weight of asphalt and of flux used in charging the melting tanks. - -=36. Temperature in Melting Tanks.=—The melting kettles are usually -equipped with fixed thermometers, but their reading should be frequently -checked with your detached tank thermometer. You will see that the -temperatures in the kettles are kept within the limits named in the -specifications. See that the melted asphaltic cement is kept constantly -agitated as required by the specifications. - -=37. Uniformity of Asphaltic Cement.=—It is very important that the -asphaltic cement shall be of uniform composition and consistency, or -hardness. - -When the composition and consistency of the asphaltic cement to be used -for the surface-course of any street has been determined upon and -approved by the engineer, you will take out and preserve a sufficiently -large quantity to be used thereafter as a standard, and each subsequent -tank of cement, before it is used, should be tested by comparing it with -this standard in the following manner, using the flow-plate apparatus: - -Melt and fill two cartridges with the standard cement, and two with the -cement to be tested, marking them for identification. When cold, -carefully remove with a wetted dull knife any surplus cement from the -ends of the cartridges so as to leave them exactly full and the metal -ends clean. Immerse them in cold water until they are all of the same -temperature. Then place and fasten these filled cartridges on the -grooved plate with their lower ends exactly to the zero line on the -plate, the standard samples alternating with the new. Then place the -plate, at an inclination of about 45°, in front of a source of uniformly -distributed heat, as, for instance, near a steam boiler or large steam -pipe, or (when the weather is favorable) in the sunshine, facing the -sun. Leave the plate in this position until the bitumen in the -cartridges shall have melted and flowed down the grooves an average of -from four to five inches. Then measure the lengths of flow of each from -the zero line on the plate. If the average flow of the new samples -differs more than 5 per cent. from that of the standards, the new cement -should be regarded as unsatisfactory and should be corrected by adding -more asphalt or flux, as may be required. - -(If a _penetration apparatus_ is supplied or is available, the -penetration method may be used instead of this flow-method for -determining the consistency of the cements. Proper instructions for its -use will accompany the apparatus.) - -=38. Ratio of Sand and Cement.=—When the proper ratio of sand and -asphaltic cement has been determined for any street you will see that -this ratio is carefully adhered to. The correctness of the weighing -scales used should be frequently tested. - -=39. Mixing.=—When the sand and asphaltic cement are properly mixed the -appearance of the mass will be perfectly uniform throughout, with every -grain of sand entirely and evenly coated with cement. The mixing should, -however, be continued somewhat beyond the attainment of this condition, -so as to insure thoroughness. After the proper result has been arrived -at, either the _time_ in the mixer, or the _number of revolutions_ of -the mixer shaft should be noted and the standard thus determined -substantially adhered to thereafter. With the standard mixers commonly -used, the hot sand and the filler (dust) should first be put into the -mixer and mixed for about fifteen seconds; then the asphaltic cement -added and the mixing continued as long as necessary (in the usual mixer -not less than sixty seconds). - -=40. Records.=—You will keep complete records of the results of your -observations and tests in a book which will be provided for the purpose, -and will make such reports to the Engineer as he may direct. - -=41. Inspection on the Street.=—The leading things to be kept in mind by -the street inspector, in the laying of asphalt pavement on the street, -are the following: - - _a._ Temperature of mixtures when applied to the street. - - _b._ Proper preparation of the street surface before material is laid. - - _c._ Laying and rolling of the binder-course. - - _d._ Laying of the surface-course. - - _e._ Rolling the surface-course. - -=42. Inspector’s Equipment.=—The inspector will be supplied with the -following apparatus: - - 1 armored thermometer reading from 200° F. to 500° F. - - 1 graduated spatula. - - 1 twelve-foot straight-edge. - - 1 fifty-foot tape line. - -=43. Temperature of Mixture.=—If proper care has been taken at the -mixing plant the mixture will not arrive on the street at too high a -temperature, and your principal care will be to see that it is not laid -at too low a temperature. The minimum temperature named in the -specifications should be adhered to. While the main or interior mass of -a wagon load may be well above that temperature, the top and outer part -of the load may be, particularly in cold weather, too cold to be safely -used. Some of this colder portion may usually be sufficiently reheated -by mixing it with the hotter material, if properly handled in unloading; -but any material that is so cold as to be lumpy when unloaded, or, more -particularly, when being raked out, should be discarded. This applies to -both surface and binder mixtures. - -It must not, however, be overlooked that the different kinds of asphalts -have different appropriate working temperatures, and for some asphalts -the minimum temperature named in the specifications may be too low. The -best practical guide is the manner in which the mixture behaves in -raking. It must always be so hot that it will, under the rake, break up -into a uniform, crumbling or powdery mass. If it does not do this it is -(unless the mixture is excessively rich in bitumen or improperly -compounded) too cold. - -=44. Preparation of Street Surface.=—Before the binder-course is laid, -all loose material, rubbish, street dirt and other matter foreign to the -concrete surface must be removed and the concrete surface swept, if -necessary, to properly clean it, with street brooms. Neither binder nor -surface mixture shall be laid upon wet surfaces. Before the spreading of -the surface mixture on the binder the latter must be cleaned of all -foreign matter and, if necessary, swept. If the binder is covered with -mud from wagons or other travel, the surface must be scrubbed clean. Any -part of the binder-course that may have become broken or loosened before -the surface-course is applied must be taken up and new material laid in -its place with the same care as the original. - -=45. Laying Binder-course.=—The binder mixture must be carefully spread -and raked to such thickness that after being rolled it will present an -even, true surface not varying more than one-fourth inch from the -intended finished surface of the binder. The tendency is to lay the -binder-course carelessly and to roll it insufficiently. Nearly the same -care in raking and rolling as for the surface-course, should be insisted -upon. If the binder is not thoroughly compressed before it becomes cold -it is likely, in future hot weather, to soften and yield under heavy -travel and thus to start depressions in the pavement which will increase -with time. - -=46. Laying the Surface-course.=—The requirements of the specifications -should be rigidly enforced in the laying of the surface-course. Joints -against a cold edge of previously laid surface must be cut back until -solid, fully compressed material of full thickness is reached, and the -raw edge completely but thinly painted with liquid paving cement or -pitch. No masses or fragments of cold mixture, whether of binder or -surface, must be allowed to remain on the surface of the binder in -advance of the placing of the surface-course, to be covered up by the -latter. Such cold masses will not be compressed by the roller, but will -later, under a hot sun and heavy travel, yield and start depressions in -the pavement. The raking out requires to be properly and skilfully done. -The tines of the rakes must penetrate to the binder, so that the raked -material will be a uniform mass from top to bottom. - -=47. Rolling.=—You will insist upon the rollers being placed upon the -freshly raked surface just as soon as the material will bear them -without being squeezed out or displaced laterally. The tendency is to -keep the rollers off too long, thus permitting the chilling of the -surface and preventing its proper compression. Do not take the -contractor’s word as to how soon the rolling may be begun, but have -trials made until you are able yourself to judge. The rolling by the -heavy roller should be very thorough: keep the roller at work constantly -until the surface is too cold to be impressed. In operating the roller -lengthwise of the street begin at the gutters and work toward the center -of the street. Cross rolling and diagonal rolling must be insisted upon -wherever the width of the street will permit it. - -=48. Proper Thickness and Surface.=—While the completed surface is still -warm enough to permit it, measure the thickness of the surface-course by -forcing the graduated spatula through it to the binder and noting the -depth of penetration. Also test the trueness of the finished surface -with the straight-edge, and if found defective in either thickness of -pavement or trueness of surface, insist on more careful grading and -raking on the further work. Try the completed gutters with water to see -that they are so truly laid that puddles of water will not stand in -them. - -=49.= Asphalt surface must not be laid when rain or snow is falling, or -so long as the street surfaces are wet. Surface mixture raked out and -caught in a shower before it is well enough rolled to exclude water must -be taken up and discarded. - -Unless unavoidable, neither binder nor surface should be laid when the -street surface or the air is below 40° F. As a rule, the lower the -temperature the of air the greater is the care necessary to properly lay -asphalt pavement. - -=50.= Measure each day the area of pavement laid and record that, and -the quantity (number of batches) of surface mixture used, and note any -lack of uniformity in the area laid per batch. - - - ASPHALT BLOCK PAVEMENT - -=51.= You may assume, unless otherwise instructed, that the Engineer has -inspected and approved the general character of the blocks already -delivered for the work, unless their inferiority be obvious, but you -will be expected to observe them carefully as laid and to reject blocks -that vary in dimensions from those permitted by the specifications, and -those that are broken, disfigured or injured. But during the progress of -the work you will note the character of subsequent deliveries and report -to the Engineer any apparent change in the quality of the blocks. - -The more important points to look after in the laying of the asphalt -blocks are: the quality and grading of the mortar bed in which the -blocks are set, and the care and accuracy of the block setting. The -mortar must be of cement and sand in the ratios specified, and -sufficient water used to make a medium stiff mortar; the use of merely -moistened powder must not be permitted; and any mortar that has begun to -set up before the blocks are laid and rammed must be discarded. - -=52.= In setting the blocks the principal requisites are: that they be -well bedded in the mortar; that they be set so that after ramming their -tops will be accurately in the pavement datum; that they be set and -pressed as closely together as possible, levers or mauls being used to -force them into close contact, both at ends and sides. - - - GRANITE BLOCK PAVING - -=53.= Assuming that the foundation has been properly constructed, the -more important things for the inspector to look after are: - -_a._ The quality and shape of the blocks. - -_b._ The sand cushion. - -_c._ The setting of the blocks. - -_d._ The ramming of the blocks. - -_e._ The filling of the joints. - -=54. The Blocks.=—Assuming that the general _quality_ of the granite has -been approved, you will need only to observe and reject blocks made from -soft or weathered or otherwise defective stone. Any material divergence -of the blocks from the correct form or from the sizes specified as -permissible will be readily caught by the eye as they are brought to the -street, and they can then be thrown out. The proper dressing of the -blocks is important and should be watched carefully. While you are not -expected to examine each individual block, close observation of the -blocks as they are handled and laid will enable you to detect and reject -those that are materially defective in shape or dressing; or excessively -wide joints will call attention to these defects as the blocks are set. - -=55. Sand Cushion.=—The sand used for the cushion bed should be -moderately coarse and must be fairly clean and pure. The tendency with -contractors is to use any dirty sand or sandy loam available on the -street. Such material, especially if it becomes filled with water, will -yield under the blocks and will not support them properly. The sand bed -should not vary materially in thickness. It should be laid and graded -not more than fifty nor less than twenty feet in advance of the setting -of the blocks. - -=56. Setting of the Blocks.=—The blocks should be delivered in front of -the block setters on the blocks already set. The blocks must be set in -straight courses from curb to curb, the courses running at right angles -to the street (except at street intersections). All the blocks in any -one course must be of the same width. Each block should be so set that -the whole of its bed will be seated upon sand. The usual practice of -block setters is to make a bed by drawing the sand into a small ridge -upon which the outer edge of the block is rested, its weight canting it -against the course already laid. This usually leaves a cavity under the -back edge of the block which neither the subsequent joint filling or -ramming closes up, so that the block may rest permanently on only a part -of its bed. The practice is so fixed with block setters that it will -require firmness and persistency to prevent it, but you should insist -that it be so modified as to give a solid bearing for each block over -its whole base. - -The blocks must be set solidly against each other so as to make the -joints of the least possible width. Unless close attention is given to -this the joints are likely to greatly exceed the width permitted by the -specifications. Care should be taken that the blocks are set truly -vertical so that their upper face shall be parallel to the plane of the -street. In setting the blocks their straightest and truest face should -be placed upward so as to make the surface of the pavement as smooth and -even as possible. Block setters are often careless about this. - -Ordinarily no grade stakes are set for the surface of the pavement and -templates are seldom used, the block setters using only their eyes to -make the surface conform to the intended contour of the street. This -usually results in the completed street being more or less wavy and -irregular, and in a lack of regular and uniform cross-section in -different parts of the street, often very perceptible to the eye. Care -should be taken to avoid this as much as possible. Straight-edges and -templates, cut to the proper curve for the surface, should be provided -and used. - -=57. Ramming the Blocks.=—This part of the work is likely to be slighted -unless carefully watched. The important thing is to have each block -equally and sufficiently rammed to bring it to a firm bearing on the -sand, as well as to bring its top to the proper grade. The rammers will -be disposed to touch lightly blocks or areas which if thoroughly rammed -would be driven below the true surface of the pavement, and subsequent -travel may force these down, making depressions in the surface. It is a -very common practice for the men working the rammers to shirk on this -work by allowing the rammers to fall with little more force than that -due to their own weight. This should be detected and remedied. - -=58. Filling the Joints.=—The specifications are quite full and clear -regarding this part of the work and little further need be said. - -Care is necessary, whether the joints be filled with gravel and -bituminous cement or with grout, to secure the complete filling of all -the joints. If the weather is cold at the time the work is done, the -gravel filling may become so chilled before the bituminous cement is -poured that it will not flow to the bottom of the joints. For this -reason it is important that the cement be worked at the highest -temperature that it will bear without injury. - -If grout filling is used care is necessary to make the mortar of the -right consistency. If too thick it will not flow freely to the bottom of -the joint; if too thin its strength will be materially reduced. -Experiments should be made to determine the proper consistency, and when -this is found, the quantity of water used in making the mortar should be -determined and thereafter measured out for each batch. - -The mortar must be kept constantly stirred until used, otherwise the -sand is likely to settle to the bottom. Whatever filling is used, a -second and sometimes a third pouring will be necessary to completely -fill the joints. - - - BRICK PAVEMENT - -=59.= The matters requiring most attention in the construction of brick -pavement (assuming that the foundation is in place) are the character -and quality of the brick, the sand cushion, the setting of the brick, -and the filling of the joints between the brick. - -=60. Inspecting the Brick.=—The examination, testing and acceptance, in -a general way, of the brick to be used for the work will be made in the -engineer’s office, and your duty will be confined in this matter to -seeing that the brick delivered and used are in accordance with the -standard established and the general requirements of the specifications. -You can best inspect the brick as they are being laid or after they have -been laid, and before the surface has been rammed or rolled. Presumably -the brick-setters will discard most of the unsuitable brick during the -progress of their work, particularly if they are given to understand -distinctly the defects that will cause rejection. - -As the setting is completed, go carefully over the surface of the -pavement and mark plainly all the bricks that are to be removed for -defects and see that all such are taken out and replaced with good -brick. The principal defects that should be observed are: soft or -underburned bricks; those that are warped or deformed so that they will -not fit closely to their neighbors, or have warped or ill-shaped tops; -those that are broken or chipped or show injurious cracks, and those -that are perceptibly wider or narrower than their neighbors in the same -course. - -Soft or underburned brick may be detected with most certainty by having -the contractor wet the surface of the pavement by sprinkling. The soft -brick will absorb more water and remain damp longer than the hard brick -and can thus be readily detected. This test can be applied, however, -only to pavements the joints of which are to be filled with grout, as -bituminous filling should not be applied to brick with wet surfaces, and -to wait until they become dry after the wetting would delay the work -unwarrantably. - -=61. Sand Cushion.=—See that the sand used is free from foreign matter -and pebbles, as required by the specifications, and that the sand bed is -of uniform thickness, correctly gaged, and rolled to the true plane of -the pavement, additional sand being added or surplus removed where -necessary to secure this result. See that the cushion is not thereafter -disturbed or, if disturbed, that it be restored to its original -condition. - -=62. Setting the Brick.=—The bricks are to be set as closely together as -possible both at sides and ends, so that the joints will not be wider -than permitted by the specifications. Where the bricks have lugs or -letters on one side, the lug-sides shall in no case be laid together. -The courses must be reasonably straight entirely across the street. See -that the bricks in adjoining courses break joint not less than three -inches. Brick-setters are likely to be careless about this. Do not -permit bats to be used except where necessary at the ends of courses or -to fit the pavement against street railroad rails or around manholes or -other structures in the street, and insist that this filling in shall -follow immediately after the brick-setting, and that close fits shall be -made. - -=63. Rolling the Pavement Surface.=—This should be carefully and -uniformly done so as to insure the even surface and contour of the -pavement. Do not allow the roller to make sharp turns on the freshly -laid brick surface as it will disturb and cant the loose brick. The -roller should run back onto the fully completed pavement to make any -necessary turns or considerable changes of direction. Quick starts or -stops of the roller on the fresh-laid brick should be avoided for the -same reason. - -=64. Filling the Joints.=—Whether grout or bituminous filling be used -the important thing is to get all the joints completely filled. Where -bituminous cement is used, if the work is done in very cool weather the -brick is likely to chill the cement before it reaches the bottom of the -joints unless the cement be applied as hot as possible without injuring -it, and the pouring be rapidly and carefully done. - -If grout filling be used, see that the mortar is made of the proper -ratio of sand and cement and that it is of the proper consistency to -just flow into the joints, and that after mixing it is kept stirred -until used. Repour all joints where necessary to completely fill them. - -=65. Gutters and Expansion Joints.=—See that the gutters are laid with -longitudinal courses of brick and their joints filled with bituminous -cement as provided in the specifications. - - - WOOD-BLOCK PAVEMENT - -=66. Foundation.=—The instructions relating to the preparation of the -sub-foundation and the concrete foundation already given apply to -wood-block pavement. - -=67. Inspection of Blocks.=—However carefully the lumber may have been -inspected before its manufacture into blocks, the subsequent seasoning, -treatment, handling and exposure to the weather will develop many -defects and you will need to observe the delivered blocks closely, -either before or after they are set, and reject those that do not comply -with the specifications. The principal defects that you will be able to -detect after the blocks are treated are the following: Southern pine -blocks made of second-growth or inferior wood, partly shown by the -number of annual growth rings per inch. Blocks having a less number of -these annual growth rings per inch than is permitted by the -specifications should be rejected. The treated blocks, especially when -they are exposed to the weather for some time, are likely to develop -seasoning cracks, “shakes” and loose knots, not observable in the -lumber, and blocks showing these to an injurious extent should be -rejected, though in many cases the defective part may be split off and -the remainder of the block used for closers. If the blocks have become -very dry and thoroughly seasoned out, they should be well sprinkled with -water about twenty-four hours before they are to be set, to forestall -excessive swelling and “humping” when a rain storm comes upon the new -pavement. - -=68. Mortar Bed.=—It is the common practice in preparing the mortar for -the mortar bed under the blocks to simply dampen the mixed sand and -cement so that it may still be spread and handled like damp sand. See -that sufficient water is used to make a moderately stiff mortar, -suitable for being worked with a trowel. This mortar should be prepared -in sufficiently small quantities at a time to insure that it will not -begin to set before the blocks be placed in it and rammed. - -=69. Setting the Blocks.=—The setting of the wooden blocks is a -comparatively simple operation and the specifications are sufficiently -full and clear for your guidance. See that the blocks are so set that -their tops, after the ramming is completed, shall be truly in the -pavement datum, without humps or depressions. - -=70. Filling the Joints.=—See that the sand used is perfectly dry, fine -and clean, and that it is swept about on the pavement until the joints -are completely filled. - - - BITUMINOUS CONCRETE PAVEMENT - -=71. Preparation of Foundation.=—Where a bituminous concrete wearing -surface is to be placed upon an old pavement or Macadam road the -specifications must be closely followed. A good foundation is as -necessary, if good results are to be attained, as in the case of other -pavements. The dressing down of high points and the filling up of -depressions in the old pavement should be carefully done, so that the -bituminous wearing surface shall be of uniform thickness, and shall be -rigidly supported at all points. - -=72. Bituminous Concrete Surface.=—The instructions given for the -manufacture and laying of sheet asphalt pavement should be followed here -insofar as they are applicable. - - - HYDRAULIC CONCRETE ROADWAY PAVEMENT - -=73.= Like other structures made of hydraulic concrete, the utility and -durability of concrete roadway pavement depends largely upon the good -quality of the materials used and the skill and fidelity with which the -work is done. It is especially important that the second, or surface, -course of the concrete shall be made and placed in strict accordance -with the specifications and that a high degree of _uniformity_ shall be -secured in the composition, consistency and workmanship of that part of -the work. - -=74. Sub-foundation and Foundation.=—The preparation of the -sub-foundation will be the same as for other pavements, and the first, -or foundation course, of concrete, will be constructed as in the case of -the concrete foundation for other pavements. - -=75. Material for Surface-course.=—It may be assumed that, in general, -the materials intended to be used on the work have been inspected and -approved by the Engineer, but this should not prevent you from calling -his attention to any defective or inferior materials that may be -delivered on the street when the work is begun, or thereafter, and -preventing the use of any materials that are not fully up to the -requirements of the specifications. - -=76. Mixing the Surface Course.=—See that the cement sand and stone are -proportioned accurately and that the quantity of water used with each -batch is measured, so as to make the concrete of uniform consistency. Do -not permit any defective batches of concrete to be used in the -surface-course—if suitable for the bottom course they may be used in it. -Care in this respect is particularly necessary with machine-mixed -concrete where the machine is not working normally or the men operating -it are careless or unskillful. - -=77. Placing Surface Course Concrete.=—See that the surface course is -placed, graded and rammed _before the bottom course concrete begins to -set_. This is imperative. Also that the concrete is distributed and -graded in such a way as will not separate or segregate the mortar from -the stone; that the grading of the surface is so accurate that it will -not be necessary later to add additional concrete to that already graded -and rammed; that the ramming is thorough and uniform over the whole -surface, and that the rolling is well done. - -=78. Expansion Joints.=—Care should be taken to have the expansion -joints made as the specifications require. See that they extend entirely -through both courses of concrete; that the corners are properly -compacted and troweled; that the joints are kept clean until they are -filled with the bituminous cement, and are completely filled with the -cement. - -=79. Care of Finished Work.=—Do not permit the completed work to be -disturbed by travel over it, and see that the concrete is kept moist, -until it shall be set up hard, and that the street is not opened for -travel until the engineer so directs. - - - CONCRETE COMBINED CURB AND GUTTER - -=80. General.=—The specifications for the construction of Hydraulic -Concrete Combined Curb and Gutter are quite full and clear and the duty -of the inspector will consist mainly in seeing that they are faithfully -carried out. - -=81. Concrete.=—As in other concrete construction, the utility of the -work depends largely on the care and skill with which the concrete is -made and placed. See that the prescribed quality and ratio of materials -are used and that the concrete is thoroughly mixed and properly placed -in the forms and well tamped. Especial care is necessary to secure a -continuous and satisfactory exposed surface by forking and working the -mortar into contact with the forms, which must be placed and maintained -in true line and surface. - -[Illustration: Concrete Combined Curb and Gutter] - -=82. Removing Forms.=—Good judgment is required as to the proper time to -remove the forms. They must remain until the concrete has set hard -enough to be fully self-sustaining, but before it has set so hard that -the wire brush will have no effect on the surface. - -=83. Corner Protection.=—See that the metallic corner or nose piece is -correctly placed and that it is solidly anchored by and fully embedded -in the body of the concrete. - -=84. Patching.=—The practice of patching up cavities or irregularities -in the exposed face of the curb and gutter with neat mortar, or dressing -the surface with dry cement, must not be permitted. If a section of the -curb is found, when the forms are removed, to be imperfect, the whole -section must be removed and replaced. - - - HYDRAULIC CEMENT SIDEWALKS - -=85. General.=—While the work of constructing concrete sidewalk is -comparatively simple it is often carelessly and unskillfully done. The -things that need most attention by the inspector are the following: - -=86. Materials.=—The materials used in the work must be fully up to the -quality called for by the specifications. This applies more particularly -to the cement and sand. These are not always properly tested by the -engineer and you should frequently make samples of stiff mortar (1 -cement, 2 sand) and set them aside for observation. If they do not, in -summer weather, become very hard at the end of nine hours, the fact -should be reported to the engineer. - -=87. Drainage.=—See that the necessary grading is properly done and that -the drainage course is made of suitable material properly compacted. See -that drain tiles are properly laid and connected as designed by the -engineer. If cinders are used for the drainage course, see that they are -screened to remove ashes and fine material, and that they are thoroughly -drenched with water at least five days before they are placed in the -walk. - -=88. Two-course Work.=—If the sidewalk is laid in two courses, see that -the surface-course is put on and tamped before the bottom-course -concrete has begun to set. This requirement must be strictly enforced. - -=89. Finishing the Surface.=—Dry or pure cement must not be used for -trimming up or smoothing off the surface of the walk. After the surface -has been properly completed by straight-edge and trowel, see that the -wire broom is used as directed to remove the glaze and to slightly -roughen the surface. - -See that the expansion joints are made as specified, and that they -extend entirely through both courses of concrete. - -=90.= See that the walk, after completion is properly protected from -injury and from frost, and that the concrete is kept moist until it -becomes well set. - ------ - -Footnote 1: - - In specifications to be used in any particular city the official name - of the city government, as the City Council, the Commissioners of - Public Works, etc., should be used instead of this general - designation. - -Footnote 2: - - Such a proviso as this seems proper in justice to both the city - engineer and the contractor; the former should not be held responsible - for the acts of his assistants when they transcend the authority - conferred upon them, and the latter should be put upon his guard with - reference to requirements which he is not satisfied are sanctioned or - approved by the city engineer. - -Footnote 3: - - It may be objected that this requirement is unusual and unnecessary, - since such practices are recognized as wrong, and as presumptive of - fraud and malpractice on the part both of the contractor and the - inspector. It cannot, however, be denied that in many cities such - means are employed by contractors to unduly influence the action of - inspectors and that not infrequently the latter not only accept, but - persistently demand, valuable considerations from the contractor. - Silence of the specifications on this point cannot, of course, be - construed into consent, but there is no good reason for the silence. - There should be left no excuse for misconception of the position of - the city or of the engineer upon this point. - -Footnote 4: - - This section is intended as much for the control and limitation of - city officials as of contractors. The practice of carelessly or - purposely allowing municipal contracts to be expanded greatly beyond - the stated limits or the original intended volume and cost without - formal authorization by the proper municipal body in which the power - to make contracts is lodged, is dangerous and wrong and should be - prohibited. In one instance coming to the notice of the author a - contract originally intended to cover $50,000 worth of work was - expanded by the department head without any authority from the city - council until the final estimate reached the enormous sum of over - $400,000. - -Footnote 5: - - As outlined in the introduction, these specifications are designed to - secure the construction of the pavement in a proper manner, the city - assuming responsibility for the character and utility of the work. The - guarantee here proposed is therefore intended to cover only a proper - compliance with the specifications, for which the contractor may - properly be held responsible, and not the sufficiency or utility of - the work, if constructed according to the specifications. The period - of guaranty should therefore be short, not exceeding two years. - -Footnote 6: - - In the great majority of cases the most satisfactory and, in the end, - the most economical foundation for a pavement is hydraulic cement - concrete. Old paving-block foundation, if constructed as specified in - Sect. 36, will give results equally as satisfactory, but if a fair - market exists for the blocks taken up from the street, it will usually - be found more economical to sell them and construct a concrete - foundation for the new pavement. Broken stone or gravel foundations - may serve the purpose fairly well upon a street of light travel, but - it should never be used on streets of considerable or heavy travel. - Its lower first cost is the only thing in its favor, but this will, in - nearly every case, be more than offset by the better service and - greater durability of the pavement, even on streets of light travel, - if laid upon an adequate hydraulic concrete foundation. Proper repairs - to pavement surfaces cut into for pipe work, etc., are difficult to - make and hardly ever satisfactory over broken stone foundation for the - reason that the lack of cohesion in the material allows it to loosen - or crumble away from under the edge of the pavement surface, and it is - difficult to restore it to its original solidity and strength. The - first cost saved by its use is usually not great; for whenever its use - would be permissible at all, a comparatively thin and lean concrete - would give better results, at a very slight increase in cost. To - illustrate: On a suburban street with light travel a concrete - foundation four inches in thickness, the concrete made with Portland - cement in the ratio of 1 cement, 4 sand, and 8 stone, would be - stronger and in every way better than a foundation eight inches in - depth of broken stone. At the usual prices of materials and labor, the - former may cost about $0.46 per sq. yd., and the latter about $0.40 - per sq. yd.; but for the latter there would be required ⅑ cu. yd. more - sub-foundation excavation, worth about four cents, so that the - equivalent cost would be $0.44 per sq. yd. The difference, two cents - per sq. yd., is insignificant when compared with the greater value, - better service, and greater durability of a pavement on the concrete - foundation. It is sometimes held that the broken stone foundation - provides necessary sub-drainage. But all the standard pavements are, - or soon become, impermeable to water from the surface, and seepage - from the sub-foundation can be better taken care of by the - sub-drainage specified in Sect. 26, which should usually cost not more - than five cents per square yard of the pavement; and if drainage be - required, these sub-drains should be used even with the broken stone - foundation. - - The practice of laying pavement surfaces, particularly those of - asphalt, upon a foundation of old stone blocks, carelessly reset, with - the joints unfilled with mortar, is all wrong and should never be - resorted to. The integrity and durability of an asphalt pavement - depends largely upon the strength and rigidity of its foundation; to - lay an asphalt surface, however good, over such an old block - foundation, is an inexcusable waste of money. - - Old stone block and cobble-stone pavements, that have become - solidified in place by long travel over them, make a good foundation - for asphalt or other pavements, provided they can be utilized without - taking up or disturbing the old pavement; but such cases occur so - rarely that they have not been considered in these specifications. - - A thoroughly consolidated old McAdam pavement, if not worn too thin, - also makes a very satisfactory pavement foundation if it can be used - undisturbed, or by simply trimming off the high points. - - Low places in old pavements, that are otherwise satisfactory for a - foundation, may be brought to the proper elevation with hydraulic - concrete. “Binder” material is usually specified for this purpose in - foundations for asphalt pavements, but hydraulic concrete is both - better and cheaper. - -Footnote 7: - - The specifications for Portland cement here given are practically - those adopted by the “American Society for Testing Materials.” - - =Natural Cement.= While these specifications uniformly refer to the - use of Portland cement, it is not intended to convey the idea that - natural cement concrete is not suitable for pavement foundations; on - the contrary, it may be used with entire confidence, as the experience - in a large number of cities has proven beyond question. Whether - Portland or natural cement shall be used is usually a question of - relative cost. At the present very low prices of Portland cement in - most cities, more strength in pavement foundations can usually be - obtained per dollar expended for cement, from Portland than from - natural cement. The specifications for natural cement, as adopted by - the American Society for Testing Materials differ from those for - Portland cement in the following particulars: - - The =specific gravity= shall not be less than 2.8. - - =Fineness.= The residue left on a No. 100 sieve shall not exceed 10 - per cent., and on a No. 200 sieve shall not exceed 30 per cent. - - =Setting.= It shall not begin to set in less than ten minutes, nor set - hard in less than thirty minutes; but shall set hard within three - hours. - - =Tensile Strength= (per sq. in.). - - =Neat.= 24 hours in moist air 50 to 100 lbs. - 7 days (1 day in air, 6 days in water) 100 to 200 lbs. - 28 days (1 day in air, 27 days in water) 200 to 300 lbs. - - =1 part cement, 3 parts sand.= - 7 days. (1 day in air, 6 days in water) 25 to 75 lbs. - 28 days. (1 day in air, 27 days in water) 75 to 150 lbs. - - =Soundness.= Standard pats kept in air and in water should remain firm - and hard and show no signs of cracking or disintegration. - -Footnote 8: - - The frequent requirement that the fine material shall be screened out, - is not necessary or advisable. Experiments and experience have shown - conclusively that unless an unusual amount of fine material and “dust” - be present, or unless this fine material be allowed to separate and - aggregate in masses by itself, the resulting concrete is improved - rather than deteriorated by its presence. - - Where there is an unusual excess of “dust” in the crushed stone, the - quantity of sand used in the concrete should be decreased accordingly. - -Footnote 9: - - Many specifications do not require this and in a number of cities - where the specifications do require it, contractors habitually neglect - to comply. When stone and sand are deposited directly upon the earth, - it is very difficult to avoid taking up earth and mud with the - materials, particularly when the street is wet and muddy. Lumps of - soil and débris unquestionably injure the concrete. The cost of - providing a lumber floor is comparatively small, as the plank may be - used over and over again. Specifications should, therefore, contain - this requirement and it should be enforced. - -Footnote 10: - - The ratios of the materials may appropriately be varied with the - strength and soundness of the sub-foundation, the amount of travel on - the street, and with the thickness of foundation it is proposed to - use. Where good materials are used and the work is properly done, a - 1:3:5 concrete six inches thick is sufficient for streets of the - heaviest travel. For streets of light travel a 1:5:9 concrete will - usually give entirely satisfactory results. The most economical - thickness for a concrete foundation is an important consideration. The - strength of concrete may be said to increase, within usual limits of - practice, with the ratio of cement in it. The strength of concrete - beams or slabs increases in the ratio of the square of their depth. To - secure a required amount of strength in a pavement foundation, we may - therefore vary the richness of the concrete and the depth of the - foundation so as to secure the requisite strength at the least total - cost of materials and labor. This will be influenced by the cost of - materials and labor in each particular locality. - - Within certain workable limits there is no reason why the same - principles of proportioning the strength of a pavement foundation to - the work required of it should not be applied as are employed in - designing other engineering structures. - - The practice, usual in many cities, of adopting general specifications - requiring a standard thickness of foundation and composition of - concrete, and applying these to all streets, regardless of the - quantity and character of travel which the pavement is expected to - carry, is illogical and often very wasteful. If such a standard - foundation is sufficient for the streets of heaviest travel, it is - obviously a sheer waste of money to use it on the suburban streets - carrying the lightest travel. It is therefore better in preparing - standard specifications for pavement in any city to leave blanks for - the ratios of the concrete and for the thickness of the foundation, to - be filled in, in each individual case, as the judgment of the engineer - may dictate. - - While it is important that the foundation of any pavement shall be - adequate, it is inexcusable to waste money in providing superfluous - strength. For the great majority of suburban streets, carrying but - little except the local travel, a foundation four inches thick made of - good Portland cement concrete in the ratios of 1:4:8 will prove - entirely satisfactory. Hundreds of such streets paved over a - foundation of that thickness, made of natural cement concrete in the - ratios of 1:2:4 can be cited where the foundation has proved entirely - satisfactory. - - The character and firmness of the sub-foundation must, of course, be - taken into consideration in designing the foundation. - -Footnote 11: - - The routine here described produces better concrete with less - expenditure of labor, than the one often followed of putting all the - dry materials on the concrete board before any mixing is begun. The - writer has proved this from actual records covering a large quantity - of work. - -Footnote 12: - - The objections to using mortar for plastering over the concrete are: - that it is more costly than concrete; that the two materials may, - under certain conditions, separate and the thin mortar surface break - up under travel; that, if permitted, the mortar may be used to cover - up defective concrete, and that in the case of asphalt pavements the - pavement surface is more likely to “shift” on the smooth surface of - the mortar than on the rough surface of the concrete. The practice of - going over the fresh concrete with street brooms should not be - permitted. The only argument in favor of it is that it may be used to - conceal defective patches in the concrete. - -Footnote 13: - - See foot-note[6], p. 23. The cost of filling the joints of old block - pavement with mortar or grout is considerable. It will hardly ever be - less than 20 cents and may exceed 35 cents per square yard, depending - on the volume of joints and the local cost of material and labor. The - cost of resetting and ramming the blocks with proper care will usually - be from 10 cents to 12 cents per square yard, so that the cost of the - foundation, exclusive of the value of the blocks, may vary from 30 - cents to 47 cents per square yard. - - As a good concrete foundation 6 inches in depth can be laid for from - 70 to 90 cents per square yard, it is obvious that if the old blocks - can be sold for as much as the difference between the cost of the old - block and the concrete foundation, nothing will be saved by using the - old block foundation. In at least one city, asphalt pavement has been - extensively laid over old stone block foundation relaid in a very - careless manner, the joints being filled usually with the old sand or - loam found in the street. This practice cannot be too strongly - condemned. Asphalt pavement surfaces resting on such a foundation are - necessarily short-lived and unsatisfactory. The practice of opening - the street to travel for a period after the blocks are relaid and - before the asphalt surface is applied, helps, under favorable - conditions, to consolidate the foundation, but does not remove the - objections to it. If heavy rains intervene, the sub-foundation becomes - saturated with water, and its resistance so reduced that the stone - blocks settle out of shape, particularly in soft spots, and they are - usually hastily raised and reset just before the asphalt surface is - applied. The result is an insecure foundation fatal to the durability - and usefulness of the pavement. - -Footnote 14: - - Where there is a possibility that gravel may be used, the contractor - should be asked to name prices for the gravel foundation as well as - the stone foundation, since, unless this be done, the change from the - one material to the other might be held to be illegal. - -Footnote 15: - - There has been much discussion as to the suitableness of these oil - asphalts, called “residual pitches,” for use in making asphalt - pavements. When properly prepared from suitable asphaltic oils, so as - to comply with the specifications here given, there can be no doubt - that good pavements can be made with them. But as they appear on the - market, being usually produced at different localities and refineries - from crude oils of differing qualities, distilled by somewhat - differing methods, and usually at temperatures of from 900 degrees to - 1200 degrees, they are likely to vary so greatly in quality as to make - their use inadvisable without careful technical inspection. Unless, - therefore, the engineer is prepared to make, or to have such - inspection made, it is hardly wise or safe to permit their use. They - stand, in this respect, upon a footing different from the better-known - natural asphalts obtained from large deposits of practically uniform - character and quality, where the simpler process of refining is less - likely to effect injuriously the chemical quality of the material. - - It may be confidently predicted that any of these “residual pitches” - which comply with these specifications will, if properly handled, make - a good pavement. - -Footnote 16: - - The possibility that some of these compounds or artificial asphalts, - may be suitable for use in pavements is not denied. But in the absence - of a fuller knowledge of them than we now have, and in the light of - present experience, the only safe course is to reject them. - -Footnote 17: - - It is not intended here to enter into an extended discussion of the - fact that some asphalts are injuriously affected by water, and the - bearing which this fact should have upon the selection of an asphalt - for pavement purposes. There can be no doubt that modern treatment and - methods of construction have tended to diminish but not wholly to - prevent the disintegrating effect of water upon pavements made with - such asphalt, and if the engineer could be certain that his pavements - would be constructed by contractors guided by long experience and the - best expert advice, he might perhaps safely disregard this provision. - Since in practice he can have no such assurance, the provision is a - wise one and it does not involve any serious or material hardship to - the contractor. - -Footnote 18: - - It is now well recognized that the character and quality of the sand - used is one of the most important elements in determining the utility - and durability of an asphalt pavement. A satisfactory sand should be - insisted on, even if it involves a very considerable increase in the - first cost of the work. - - While our knowledge of the subject is not complete, experience seems - to indicate pretty clearly that a sand of the quality and size-grading - here specified as typical, may be depended upon to produce a good - pavement. - -Footnote 19: - - The use of Portland cement in surface mixtures to be laid on streets - of heavy travel, or those exposed to damp foundations, is very - strongly recommended. On streets of the heaviest travel, or where the - pavement will be exposed to unfavorable conditions of dampness, - particularly if the pulverized stone is not very finely ground, the - Portland cement may constitute twenty per cent. of the pulverized - material, or “dust,” as it is commonly called. Ordinarily from five to - ten per cent. may be used to advantage on all streets of moderately - heavy travel. - -Footnote 20: - - For determining the consistency of individual batches of asphalt - paving cement with a standard sample, the flow-plate method is most - convenient and sufficiently accurate. For a description of the latest - improved form of this apparatus see Engineering News of Aug. 22, 1912, - p. 347. It can only be used, however, where the cements to be compared - are of the same general composition—the same refined asphalt and - tempering agent—as the standard. - -Footnote 21: - - The practical value of the exact determination of the ductility of - asphalt paving cements is regarded by the author as not well - established. It is customary, however, in most recent specifications - to require it. Some asphaltic cements that have been quite - successfully used for pavements have not complied with such - requirements, while good coal-tar pitches will greatly exceed them. - Where this test is used the usual specification requires that a - briquette of asphaltic cement having a cross-section of one square - centimeter, at penetration 50, shall elongate to the extent of not - less than 20 nor more than 85 centimeters at 77° F. If the asphaltic - cement varies from 50 penetration an increase or decrease of at least - 2 centimeters will be required for each five points above or below 50 - penetration (Dow apparatus to be used). - -Footnote 22: - - It should be noted, in a general way, that there is quite a difference - in the temperature to which different asphalts may be safely - subjected. - - Trinidad asphalt, and the California residual pitches, will not be - injured by the higher range of temperatures named in these - specifications, while Bermudez and some other asphalts should be - worked at as nearly as possible to the lower range of temperatures - named. The relative amount of loss of the different asphalts when - exposed for seven hours to the temperature of 325 degrees (Sect. 44) - will supply a rough practical guide as to the temperature - permissible—the greater the loss, the closer should the lower range of - temperatures be adhered to. - -Footnote 23: - - The open base-course, or “binder,” composed only of crushed stone, - coated with pitch or asphaltic cement, extensively and almost - exclusively used up to a recent date, is no longer advocated by the - best authorities on asphalt pavements. The aim is now to make the - base-course as dense and strong as the surface-course. - -Footnote 24: - - The importance of proper and thorough rolling is not usually fully - appreciated, and this part of the work is often shirked by the - contractor. Not only should the heavy roller be at work as soon as the - material will bear it, but the roller should, when work is progressing - regularly, be kept at work all the time. It is a safe motto that the - final rolling cannot be overdone. - -Footnote 25: - - There is still a wide difference of opinion as to the advisability of - laying the asphalt surface directly against the rail, many engineers - preferring to set one or more courses of paving brick, or stone paving - blocks between the rail and the edge of the asphalt. The writer’s - experience is to the effect that, if the work is properly done, the - first-named form of construction is preferable. If the asphalt be laid - against a rail so cold that the asphalt material in contact with or - near the rail is chilled before it can be compressed, the work will - necessarily be unsatisfactory. As to durability, wheels following the - line of the rail or of the paving blocks will sooner or later form a - rut in the asphalt which will require repair—and there is not much - difference in the results. The attempts to prevent the formation of - ruts by setting blocks alternately as headers and stretchers is not - always successful, even when the work is well done, and the difficulty - of properly compressing the tongues of asphalt between the headers is - so great that it is usually not well done. The asphalt settles under - travel or is gouged out, leaving a streak of rough pavement, and the - difficulty and cost of repairs is considerably increased. When paving - blocks or bricks are used, they should be firmly and carefully set in - the concrete foundation. Probably the most satisfactory construction - of this kind consists of two or three lines of the best paving brick - set with their length parallel to the rail. It is somewhat easier to - get at and repair rail joints with this construction. - -Footnote 26: - - The practice of laying asphalt block pavement upon crushed stone, or a - sand foundation, on streets carrying a considerable travel, is - inadvisable. See foot-note[6], page 23. - -Footnote 27: - - Hard limestone may be used where trap is not procurable except at a - prohibitive cost; but unless the difference in cost is very great the - trap will be the most economical in the end. - -Footnote 28: - - The pressure commonly specified is 5000 lbs per. square inch, but - recent investigations make it doubtful if that pressure is ever - attained, or is, indeed, practicable with any presses so far - constructed. - -Footnote 29: - - Asphalt blocks are now very commonly laid upon their sides, even where - they are made as thin as two inches, on streets carrying very - considerable travel. The practice is not to be recommended unless the - blocks are at least four inches thick. Blocks two inches thick will - give good service on private driveways and streets of quite light - travel. - -Footnote 30: - - Granite block pavement is, as a rule, used upon, and appropriate for - streets of the heaviest class of travel, and should, therefore, be - provided with the best and strongest foundation. It is nearly always - poor economy to lay granite blocks upon a broken stone, gravel, or - sand foundation. - -Footnote 31: - - Like other stones, granite from various localities differs widely in - strength, hardness and brittleness. Great hardness, accompanied with - comparative brittleness, is not desirable in granite for paving - blocks. Such material usually polishes by travel and becomes quite - slippery, and it is likely to become “turtle-backed,” that is, the - corners are likely to be chipped off or worn off, making the pavement - very rough and uneven. The quality of the granite to be used in any - one city is generally determined by the available supply, and - specifications must be drawn with reference thereto. - -Footnote 32: - - Except on streets of excessively heavy travel there seems to be no - good reason for making the blocks more than five inches deep. Blocks - of this depth are quite sure to become deformed by irregular wear - before the pavement will need to be renewed. - -Footnote 33: - - The widths of joints here specified as allowable are based upon the - assumption that they will be filled with Portland cement grout as - specified in Sect. 75. If this grout filling is used narrower joints - are not necessary, as the grout has sufficient strength to support the - corners of the blocks, and sufficient hardness to resist the wear of - travel (largely protected as it is by the blocks themselves) and to - cause the blocks to wear down quite evenly. - - In many European cities the specifications require much closer joints. - The granite there available appears to break out naturally to truer - lines and better surfaces than that used in the Eastern states, at - least, so that the cost of dressing the blocks abroad is not as great - as here. - - The City of New York has recently adopted specifications for “Special - Improved” Granite Block pavement intended to approximate the Liverpool - standard. These require that the blocks shall be not less than 6 nor - more than ten inches long, not less than 3½ nor more than 4½ inches - wide and five inches in depth. “The blocks are to be rectangular with - tops and sides uniform in thickness, to lay closely, and with fair and - true surface, free from bunches and so cut or dressed that when laid - stone to stone the joints shall not exceed ⅜ of one inch. The head of - the block shall be so cut that it shall not have more than one-quarter - of an inch depression from a straight-edge laid in any direction - across the head and held parallel to the general surface of the - block.” The joints are filled with bituminous cement. - - The above specification is very difficult to meet from the granite - available to New York without excessive and expensive cutting, and - examination of the pavements laid under these specifications shows - that the joints greatly exceed the width specified. - - It is believed that equally good results may be secured by permitting - somewhat wider joints filled with grout, and the cost would be - materially reduced. - -Footnote 34: - - The most satisfactory arrangement of courses at street intersections - is that shown by Fig. 14, page 208, Tillson’s Street Pavements and - Paving Materials, 2d edition. - -Footnote 35: - - The practice of filling the joints with gravel to a depth of one inch - or more before the blocks are rammed is of doubtful utility. If the - blocks are set closely against each other they will be well held in - place while the ramming proceeds. In practice it is hardly possible to - closely gage the depth of such preliminary gravel filling, and the top - or final filling whether of grout or of gravel and bituminous cement, - is likely to vary greatly in depth, and the lateral support of the - blocks is thus likely to vary in strength and rigidity. - -Footnote 36: - - It has been the almost universal custom, in this country at least, to - fill the joints in granite paving either with gravel alone or with - gravel and bituminous cement. But the reasons that have led engineers - to prefer grout filling for brick pavements apply with equal force to - granite pavement. It makes a stronger and harder filling than the - gravel and bituminous cement, and gives a better support to the edges - of the paving blocks, thus tending to prevent chipping and - “turtle-backing” in the pavement. It is also a materially cheaper - filling than the gravel and bituminous cement. But to provide for the - expansion and contraction of the pavement by changes of temperature, - it is desirable that a strip in the gutters, and an occasional strip - across the whole street, shall be filled with the more yielding - material, as specified. - -Footnote 37: - - The object of adding asphalt and Portland cement is to make the cement - stronger and less susceptible to changes of temperature. Pure coal-tar - pitch is very brittle at low temperatures, and is liable to flow from - the crown of the street to the gutters in hot summer weather. A cement - made as here specified is not only much stronger and less brittle in - cold weather, but requires a materially higher temperature to cause it - to flow than does pure pitch. - -Footnote 38: - - As the wheels of vehicles frequently follow along the lines of the - rails, thus concentrating their effect on a narrow strip near the - rails, and as the continuous joint against the rail makes the pavement - weaker there, the mortar bed, and the greater care in setting the - blocks along and near the rail are advisable. - -Footnote 39: - - If the joints are parallel to the direction of travel on the street - the wheels of vehicles are more likely to abrade or break off the - corners of the stone and form incipient ruts. - -Footnote 40: - - These specifications conform in most particulars to those adopted by - the “Association for Standardizing Paving Specifications,” and are - substantially the same as those recommended by the “National Paving - Brick Manufacturers’ Association” though they differ in some details - from each. The latest specifications adopted by the Association for - Standardizing Paving Specifications are very full and satisfactory and - are to be highly commended. - -Footnote 41: - - Here again a good concrete foundation is recommended, as being in the - end the most satisfactory and economical. See foot-note[6], page 23. - -Footnote 42: - - The Association for Standardizing Paving Specifications (New Orleans - meeting) adopted a standard size for paving bricks and blocks as - follows: Paving brick, 8½ inches long, 2½ inches wide and 4 inches in - depth. Paving blocks 8½ inches long, 3½ inches wide and 4 inches deep. - There seems to be no sufficient reason for confining the brick to - these dimensions. - -Footnote 43: - - The specifications of the Association for Standardizing Paving - Specifications require that all paving brick shall have lugs on one - side, and allow a projection of ¼ inch from the face of the brick. The - object is to provide a wider joint between the bricks in order to - facilitate the filling of the joints. The author does not believe - these lugs necessary, nor that brick without lugs, but otherwise - acceptable, should be excluded. It is certain that many of the best - brick pavements ever constructed have been built of bricks without - lugs. If lugs are required they should preferably not project more - than one-eighth inch. The same reasons that make narrow joints - desirable in other block pavements apply equally to brick pavements. - -Footnote 44: - - The A. S. P. S. Specifications permit a loss of 22% with the block - size, but do not name a permissible loss for “brick” size. - -Footnote 45: - - Absorption of less than one-half of one per cent., usually indicates - that a shale brick has been over-burned, resulting in increased - brittleness. - -Footnote 46: - - The absorption test is falling into disfavor, particularly with the - manufacturers. The author believes that it possesses a distinct value - and should be retained. - -Footnote 47: - - The object of this is to make a gutter offering less obstruction to - the flow of water. - -Footnote 48: - - This is the simplest and most effective way to detect soft and - underburned brick. - -Footnote 49: - - _If the joints are to be filled with bituminous cement_, substitute - for sections 90 and 91 the following: - - Directly after the completion of the rolling and ramming, all the - joints in the brick pavement and between it and the curbing, manholes - or other structures, shall be filled with a bituminous cement in the - following manner: - - The bituminous cement shall be composed, by weight, of one hundred - (100) parts of straight-run coal-tar pitch commercially known as - number four and twenty (20) parts of refined Trinidad asphalt melted - and thoroughly mixed together at a temperature of about 350° F., to - which shall be added twenty (20) parts of dry Portland cement, which - shall be thoroughly incorporated with the hot bitumen until a - homogeneous mass is produced, and kept agitated so as to prevent - settlement or separation until the cement is used. If another asphalt - is used instead of Trinidad the quantity added to the pitch must be - sufficient so that the cement will not flow at a temperature lower - than one hundred and twenty-five degrees Fahrenheit (125° F.). This - cement while at a temperature of about 325 degrees F. shall then be - poured from a spouted vessel into all joints and vacancies in the - pavement until they are completely filled, repouring being resorted to - if necessary to accomplish the complete filling of the joints. After - the joints are thus filled a layer of sand one-half inch thick will be - spread over the whole surface of the pavement and allowed to remain - until the engineer shall direct its removal. - -Footnote 50: - - The bituminous-cement joints are principally for the purpose of - providing for the expansion of the pavement in very hot weather. - - Experience seems to have proved that cement grout is, everything - considered, the best and cheapest filling for the joints in brick - pavement. If the filling is properly done, the edges of the brick are - supported and the corners do not chip off. With the expansion joints - provided at intervals by the bituminous-filled joints, the curbs will - not be forced out of line, nor will the pavement be raised from its - sand bed by expansion, causing the rumbling sound sometimes noticed. - - Where grout filling is used there seems to be no necessity for - covering the surface of the pavement with sand, as is usually done, - provided the grout is kept damp. - -Footnote 51: - - Since immunity from early natural decay is secured by preservative - treatment, the important requisite for wood paving blocks is capacity - to withstand the wear and tear of the travel on the street. We have as - yet no very satisfactory data as to the ability of the various species - of wood to endure the somewhat peculiar and special duty to which - paving blocks are subjected. - - The test which seems to most nearly approach to what is wanted is that - of crushing strength, when the force is applied to the end of the - sample, parallel to its fibers; but this does not embrace the effect - of impact to which paving blocks are subjected under street travel. - Whether this may be considered a function of the end-crushing strength - or not is an open question, though there seems good reason to believe - that it will prove to be so; and if so, there is no good reason why - woods of substantially equal strength under the end-crushing test - should not show about the same endurance under street travel, - independent of the element of natural durability, which is practically - eliminated by preservative treatment. - - The end-crushing strength per square inch of some of the kinds of - timber named as acceptable is about as follows: - - Southern long-leaved yellow pine 6900 lbs. - Lob-lolly pine 6500 lbs. - Short-leaved pine 5900 lbs. - Cuban pine 7900 lbs. - Norway pine 6700 lbs. - Red gum 7100 lbs. - - It was formerly very customary to specify that only Southern - long-leaved yellow pine might be used for paving blocks, though this - requirement was seldom strictly enforced. The fact is, that with the - exception of the test based upon the number of growth rings per inch, - it requires an expert knowledge, acquired only by long experience, to - distinguish with certainty the species of Southern pine from the - appearance of the lumber alone. It is now almost impossible to obtain - in the market shipments of strictly long-leaved yellow pine, and while - that wood is undoubtedly superior to the other pine timbers for paving - blocks it seems useless to specify its exclusive use, or to propose - specifications designed to exclude lumber made from other species of - pine. It was doubtless the recognition of this situation that - influenced the Association for Standardizing Paving Specifications, at - its last (New Orleans) convention to adopt a specification which - practically admits everything known in the market as “Southern yellow - pine” having annual growth rings averaging less than eight to the inch - and excluding all timber having less than six rings to the inch. - Within these limits these specifications practically admit all pine - lumber shipped from Southern mills. - - The specifications here proposed, by limiting the number of growth - rings to nine per inch, would not confine the lumber to true - long-leaved yellow pine, but would secure a more mature and solid - quality of lumber. It is true, however, that both these specifications - and those adopted by the A. S. P. C. exclude most “Cuban pine” lumber - which is very rapid growing, the growth rings often numbering but - three or four to the inch, though the strength of the wood from this - species indicates that it may safely be used for pavement. - -Footnote 52: - - The question of the most economical depth for wood paving blocks is as - yet unsettled. In New York City, blocks 3½ inches in depth are adopted - as the standard and are being used on streets of the heaviest travel, - the practice of Berlin, Paris and other foreign cities being thus - followed. The arguments in favor of these short blocks are lower first - cost, and that, with much deeper blocks, the usual uneven wear of a - wood pavement will make it so rough as to require removal before the - blocks are worn down so as to be split up and dislodged from their - places. While reliable data on these points are wanting, it seems to - the writer very unwise to use such short blocks on streets of heavy - travel, and he would recommend that the minimum length for use on such - streets be 4½ inches, and he would prefer 5 inches. - - On streets of light travel a length of 3½ inches should be - satisfactory. - - Recent observations on heavy travelled streets in New York indicate - that when long-leaved yellow pine blocks become worn down to a - remaining depth of about 2⅛ inches they split up into fine slivers and - the pavement goes to pieces. - -Footnote 53: - - Most of the more recent specifications require the use of a heavy oil, - said to be composed of creosote oil with an admixture of refined tar, - on the ground that the tar is necessary as a water-proofing agent to - prevent the creosote oil from being dissolved out by water or - evaporated into the air. It is claimed that if moisture can thus be - excluded from entering the wood, decay will be prevented, even in the - absence of the antiseptic elements of creosote oil. It is not intended - to discuss this matter at length here. We know from long experience - that genuine creosote oil is the best preservative of wood so far - found; also that creosoted piles have stood in tidal waters, - alternately exposed to water and air, for twenty-five years and still - retain sufficient creosote oil to resist the Teredo—a very severe - test. Why experiment with a comparatively untried material, - particularly when it costs as much as the genuine creosote oil, is - rather more difficult to force into the wood, and has some admitted - objectionable qualities? - -Footnote 54: - - It is a common practice of contractors in some cities, in the laying - of both wood-block and asphalt block pavement, where a mortar bed is - called for, to substitute a bed of mixed sand and cement, dampened - only to such a degree as will make the mass pulverulent like damp - sand, the claim being made that ordinary mortar cannot be spread and - gaged properly. This claim is unfounded. The objection to the practice - is that the dampened mixture does not contain sufficient water to - cause the cement to set, and with the practically water-tight paving - surface, does not receive, even in rainy weather, the necessary amount - of water. If the weather be dry, the small quantity of moisture in the - mixture quickly evaporates, leaving the so-called mortar bed not much - better than a layer of sand alone. The writer has found such alleged - mortar dry and unset two weeks after the pavement had been completed. - If real mortar is not to be used, a layer of sand might almost as well - be substituted at first. - -Footnote 55: - - In a number of cities the specifications require the joints in - wood-block pavement to be filled with Portland cement grout. If the - blocks are set as closely together as they should be, the joints will - be so narrow that no grout, thick enough in consistency to be of - value, will enter them, except for a short distance down from the top, - the remaining depth of the joints remaining unfilled. An examination - of any well-laid wood-block pavement soon after it has been attempted - to fill the joints with grout will verify this statement. Furthermore, - the oil which exudes from the blocks, acting on the thin films of - grout, seems to deteriorate the mortar and to render it practically - inert. On the contrary, fine dry sand will readily run into and - completely fill the joints, and under travel the joints will soon - become impervious to water. The sand filling is therefore regarded as - better, and it costs less than the grout filling. - -Footnote 56: - - Wherever an old pavement or macadam road can be utilized it makes an - excellent foundation for a pavement of this kind, provided it is not - in too dilapidated a condition, extends from curb to curb, and its - surface conforms near enough to the desired street surface so that the - necessary changes and repairs will not be too expensive. Where the new - pavement is expected to carry quite a heavy travel it is not advisable - to use plain crushed stone for filling depressions and leveling up the - surface. It is difficult, even where proper care is used, to make such - patches of broken stone as firm and strong as the adjoining old - pavement, which is a necessary condition to secure satisfactory - results; for if the masses of broken stone yield under travel, slight - depressions will form over them in the bituminous surface, which will - in time become holes requiring repairs. The 1:4:9 concrete specified - for this work is not very much more expensive than plain broken stone, - it will not shift or break up under travel, and will in the end prove - a better investment. - -Footnote 57: - - Where a new foundation is required broken stone or macadam is most - frequently used for bituminous concrete pavements. Unless such - foundations are constructed in the same way and with about the same - care as is necessary for a macadam road it is liable to prove - unsatisfactory. Under the very heavy wheel loads that may occasionally - pass over the streets, imperfectly compacted broken stone is likely to - shift sufficiently to start incipient ruts which will enlarge and in - time necessitate expensive repairs. Such conditions are frequently - seen on bituminous concrete pavements subjected to heavy travel. These - pavements, like sheet asphalt pavements, require a foundation that - will be absolutely unyielding under travel. For this reason a concrete - foundation will generally be found more economical in the long run - than a broken stone foundation. The increased first cost per square - yard is not very great and this additional money will in most cases - prove a good investment. At the usual prices of material and labor a - square yard of 4 inch concrete should cost about 50 cents, while a - properly constructed broken stone foundation 6 inches thick (which - would not nearly equal in strength and rigidity 4 inches of concrete) - would cost about 45 cents per square yard. Considering the much - greater durability and lower cost of repairs of the pavement on the - concrete foundation, this small additional cost is not worth - consideration. While the specifications are made to cover the three - kinds of foundation, it is assumed that the kind of foundation to be - used will be decided in advance, and that the part of these - specifications relating to the others kinds of foundation will, in - actual use be omitted. - -Footnote 58: - - A bituminous cement composed largely of coal-tar pitch has heretofore - been most used in pavements of this character. It is not denied that - very good pavements have been, and can be built with this material, - but the superiority of the asphaltic cement here specified is so great - that it is true economy to use it. The difference in cost at - prevailing prices of material will be ten to twelve cents per square - yard. The greater durability and serviceability of the pavement made - with the asphaltic cement will, particularly on streets of - comparatively heavy travel, far more than justify this additional - cost. - -Footnote 59: - - Hydraulic concrete pavement is to be recommended only for country - roadways and for city streets of very moderate travel. While our - experience with this kind of pavement is yet limited there is reason - to believe from the nature of the material that it will not prove to - be a satisfactory or economical pavement for streets of heavy travel. - But in all cities and towns there are many residence streets where the - travel is very light, and yet where a permanent pavement is wanted and - warranted. For these, it is believed that a properly constructed - concrete pavement will prove very satisfactory and durable, and the - low cost at which it can be constructed should make it very attractive - to city officials and property owners. The author has advocated its - use under such conditions for many years (see Engineering News, July - 21st, 1904). Like other composite pavements its utility and durability - will depend largely upon the good quality of the materials used and - the skill and thoroughness with which the work is done. - - The specifications here offered are the result of the observation and - experience of the author, and it is believed that pavements laid in - accordance with them will give very satisfactory results. - -Footnote 60: - - A number of engineers advocate the construction of concrete pavement - in one homogeneous course, and quite a number of pavements have been - constructed in this way. - - Like any other composite pavement, it is called upon to perform two - functions; to safely sustain the weight of loads passing over it, and - to resist wear and abrasion of its surface. A material and form of - construction that meets the first requirement may not meet the second. - Experience has proved that ordinary 1:3:6 concrete makes an entirely - satisfactory foundation for any pavement, but it lacks the hardness - and strength to successfully resist the surface abrasion of travel. To - secure this quality a richer and harder concrete is called for, but it - is unnecessary that the foundation should be equally hard. To - construct the pavement in two courses as here specified would seem to - be the logical way, especially as it decreases the total cost, and - should make a more durable pavement. - -Footnote 61: - - Some engineers advocate a greater total thickness of the pavement than - is here specified (6 inches). Considering that this pavement should - never be used on heavy traveled streets, a total thickness of concrete - of six inches will have ample strength to carry the loads to which it - will be subjected. If so, it is a useless waste of money to increase - the thickness of the concrete. - -Footnote 62: - - The use of limestone for the top course (unless it is of very superior - quality) is not advisable or economical unless the cost of trap rock - is so high as to be prohibitive, which, considering its superior - durability under the wear of travel, will not often be the case. - -Footnote 63: - - It is advisable to remove the screenings from this surface mixture for - two reasons: first, to secure greater uniformity of composition. If - the screenings are allowed to remain in the aggregate, there is danger - of segregation into patches of different sized aggregate and different - ratios of materials, which it is very important to avoid, and second, - the small fragments of stone are more likely to be crushed under the - concentrated weight of wheels than the larger masses, and to thus - start disintegration. Lack of uniformity in the composition and - homogeneity in this surface-course concrete is especially to be - guarded against, otherwise the surface of the pavement will wear - unevenly and depressions and ruts are likely to result. - -Footnote 64: - - The ideal composition of this surface-course concrete is one where the - stone forms the largest possible part of the mass consistent with - sufficient mortar to fill the voids and thoroughly bind the fragments - of stone together. - -Footnote 65: - - The importance of securing high quality and great uniformity in the - surface course cannot be urged too strongly. - -Footnote 66: - - This requirement must be strictly enforced. Otherwise there will be - danger that the two courses may not properly adhere to each other. It - is the writer’s experience that if this rule is observed there will be - no danger of the two courses separating. - -Footnote 67: - - The purpose of this rolling is mainly to evenly compress the mass and - thus secure its uniform density. It also produces a truer surface than - can usually be secured by ramming alone. - -Footnote 68: - - Among engineers there is quite a wide difference of opinion as to the - proper spacing of expansion joints, and, in fact, as to the necessity - or advisability of providing them at all. It has been suggested that - it might be better to omit them entirely, allowing the pavement to - form its own expansion joints by cracking along lines where natural - forces dictate. Such cracks by their irregularity give a bad - appearance to the surface, but observation seems to indicate that the - edges of these natural joints wear as well as those made by expansion - joints. Further observation and experience is needed in the matter. In - most concrete it is known that some contraction takes place during the - setting of the cement, regardless of temperature changes, and cracking - is probably due as much to this permanent contraction as to that - caused by low temperature. The coefficient of expansion of concrete by - heat is variable but so small that expansion joints ⅛ inch wide every - fifty feet along the street should provide for temperature changes. - -Footnote 69: - - If the expansion joints are not thus filled with bituminous cement - they will become filled and packed with incompressible stone, sand, - etc., that will not permit expansion. - -Footnote 70: - - The practical value of oiling concrete pavements has not yet been - determined by sufficient experience. There is reason, however, to - believe that the slight coating of bitumen will materially preserve - the surface from abrasion and that its benefit will thus be greater - than its cost. It will also tend to prevent the very slight dust that - might otherwise exist on the pavement. - -Footnote 71: - - In this class of pavements the contractor or promoter may properly be - required to assume responsibility for the character and utility of the - work produced, and the municipal authorities should assume no part of - such responsibility. - -Footnote 72: - - Upon the general subject of time guarantees of municipal work, see - Chapter XI, “Municipal Public Works,” by the author. - -Footnote 73: - - Concrete combined curb and gutter is suitable for use on the great - majority of residence streets, and others where the travel is not - excessive, or where it will not be subjected to specially severe use, - as on business streets where heavy vehicles are likely to be often - backed against the curb. If properly constructed it will have - sufficient hardness and strength to withstand all ordinary usage; it - makes a better appearance, particularly on residence streets, than any - other kind of curbing, is durable, and is usually less expensive than - any other suitable, equally durable and equally well-finished curbing - of natural stone, since the gutter displaces an equal area of - pavement. - -Footnote 74: - - The sketch here presented conforms pretty closely to usual practice - except in the width of the gutter. It is not uncommon to make the - gutter from two to three feet wide. This is not necessary or - desirable. A width of 15 to 18 inches forms a sufficient gutter to - carry away all drainage except during very heavy rainfalls. Where the - gutter projects out into the street sufficiently far to be exposed to - large numbers of heavily loaded wheels the outer corner is likely to - become broken off or unduly abraded. - -Footnote 75: - - Curbing of all kinds is more likely to be injured by freezing and the - heaving of frost under and around it than from any other cause. Good - drainage is the best protection against such injury. It is important - that these drains shall be connected with sewers, drains or other - outlets, so that water will not stand in them. - -Footnote 76: - - The most notable departure of these specifications from usual practice - is the use of a solid body of rich, homogeneous concrete for the whole - section of the structure, thus avoiding the use of two courses and - qualities of concrete—the core concrete and the facing. The most - common cause of failure of concrete curbs and gutters is the - separation, more or less, of the facing from the core concrete. - Without doubt this can be prevented by the use of proper materials, - careful work, and the strict observance of the rule that the facing - course must be applied before the core concrete has begun to set. But - it is difficult to always secure these favorable conditions. - Computation will show that the difference in cost of materials, - between the usual two-course construction and a single body of rich - concrete throughout, is not very great, while the saving in cost of - labor is so considerable as to make the actual difference in cost of - the two types very small. There can be no doubt that the simpler - construction and the consequent greater certainty of securing a - durable and satisfactory job is greatly in favor of the construction - here recommended. - -Footnote 77: - - The appearance of “hair cracks” on the surface of rich concrete, - finished by troweling, and the blotched appearance of the surface of - concrete curbing, are usually caused by improper finishing. The glazed - surface produced by troweling, particularly where pure, dry cement or - neat mortar is applied is almost sure to develop hair cracks, and the - varying texture of the surface is likely to absorb water unevenly and - thus produce, in time, the unevenly colored or blotched surface so - often seen. - -Footnote 78: - - The utility and durability of hydraulic concrete sidewalks depends - largely on the quality of materials and workmanship employed in the - work. Too frequently, specifications for this work are not - sufficiently full, or not prepared with the requisite care, or the - work is not properly supervised or inspected while in progress. The - aggregate importance and cost of this sidewalk work in our cities - warrants more care and attention than it generally receives. - -Footnote 79: - - Determined by the thickness of the drainage course adopted. - -Footnote 80: - - It is customary in many cities to require that the drainage course - under the concrete shall have a depth of twelve or more inches. This - deep-drainage is designed to prevent the heaving of the sidewalk by - freezing. Experience seems to prove that this is not necessary, - particularly if tile drains are provided to carry off the water from - the drainage course, as specified. Comparatively dry material, even - earth, does not heave with freezing; on the other hand, if the - material and the trench in which it is placed is wholly or partly - filled with water, heaving is liable to occur in severe freezing - weather, whatever the depth of the drainage course. Experience has - proven, however, that four inches of drainage material is sufficient - if the water is drained out of it, while if allowed to stand saturated - with water, deeper drainage will give little if any better results. - Where the soil is sandy or the natural drainage is otherwise good, no - drainage course is necessary. - -Footnote 81: - - Except in the matter of low first cost cinders are not desirable for - the drainage course. In time, this material is likely to slack, or - decompose, and shrink in volume more or less and to allow the sidewalk - to settle. The hollow sound one often notices when walking over a - sidewalk and the cracks that frequently appear, are usually caused by - the irregular settlement of the drainage course. The object of wetting - down the cinders several days before they are used is to cause as much - as possible of this slacking to take place before the cinders are used - in the drainage course. - -Footnote 82: - - There is a good deal of diversity of practice in the thickness of the - concrete to be used. For all ordinary sidewalks three inches of bottom - course and one inch of surface-course are ample, and in many cases the - thickness of the surface course has been reduced to one-half inch with - satisfactory results. Three-fourths inch of surface-course, if fairly - uniform in thickness and of good quality, will generally be ample for - ordinary sidewalks. - -Footnote 83: - - It is customary to make the surface-course concrete much richer than - this, but it is not necessary if the materials are good and the work - well done. - -Footnote 84: - - This requirement is very important and should be strictly enforced, - otherwise there is danger that by the action of water, frost, and - time, the two courses may separate and the surface-course break up—a - condition not infrequently observed. - -Footnote 85: - - The troweling not only helps to secure a true surface, but tends to - produce a dense surface on the concrete; but it is not desirable that - this surface shall be smooth and glassy, hence the slight roughening - of the surface with a wire brush. - -Footnote 86: - - Care must be taken to make and leave these expansion joints open to - their full width entirely through the concrete. The practice of - forming these expansion joints by partitions of iron plate, against - which the blocks of sidewalk are built is not advised, for the reason - that they are likely to prevent the thorough compression of the - concrete surface against or near the plates. - ------------------------------------------------------------------------- - - - - - TRANSCRIBER’S NOTES - - - 1. Silently corrected obvious typographical errors and variations in - spelling. - 2. Retained archaic, non-standard, and uncertain spellings as printed. - 3. Re-indexed footnotes using numbers and collected together at the end - of the last chapter. - 4. Enclosed italics font in _underscores_. - 5. Enclosed bold font in =equals=. - 6. Denoted subscripts by an underscore before a series of subscripted - characters enclosed in curly braces, e.g. H_{2}O. - -*** END OF THE PROJECT GUTENBERG EBOOK SPECIFICATIONS FOR STREET -ROADWAY PAVEMENTS *** - -Updated editions will replace the previous one--the old editions will -be renamed. - -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the -United States without permission and without paying copyright -royalties. Special rules, set forth in the General Terms of Use part -of this license, apply to copying and distributing Project -Gutenberg-tm electronic works to protect the PROJECT GUTENBERG-tm -concept and trademark. Project Gutenberg is a registered trademark, -and may not be used if you charge for an eBook, except by following -the terms of the trademark license, including paying royalties for use -of the Project Gutenberg trademark. If you do not charge anything for -copies of this eBook, complying with the trademark license is very -easy. You may use this eBook for nearly any purpose such as creation -of derivative works, reports, performances and research. Project -Gutenberg eBooks may be modified and printed and given away--you may -do practically ANYTHING in the United States with eBooks not protected -by U.S. copyright law. Redistribution is subject to the trademark -license, especially commercial redistribution. - -START: FULL LICENSE - -THE FULL PROJECT GUTENBERG LICENSE -PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK - -To protect the Project Gutenberg-tm mission of promoting the free -distribution of electronic works, by using or distributing this work -(or any other work associated in any way with the phrase "Project -Gutenberg"), you agree to comply with all the terms of the Full -Project Gutenberg-tm License available with this file or online at -www.gutenberg.org/license. - -Section 1. General Terms of Use and Redistributing Project -Gutenberg-tm electronic works - -1.A. By reading or using any part of this Project Gutenberg-tm -electronic work, you indicate that you have read, understand, agree to -and accept all the terms of this license and intellectual property -(trademark/copyright) agreement. If you do not agree to abide by all -the terms of this agreement, you must cease using and return or -destroy all copies of Project Gutenberg-tm electronic works in your -possession. If you paid a fee for obtaining a copy of or access to a -Project Gutenberg-tm electronic work and you do not agree to be bound -by the terms of this agreement, you may obtain a refund from the -person or entity to whom you paid the fee as set forth in paragraph -1.E.8. - -1.B. "Project Gutenberg" is a registered trademark. It may only be -used on or associated in any way with an electronic work by people who -agree to be bound by the terms of this agreement. There are a few -things that you can do with most Project Gutenberg-tm electronic works -even without complying with the full terms of this agreement. See -paragraph 1.C below. There are a lot of things you can do with Project -Gutenberg-tm electronic works if you follow the terms of this -agreement and help preserve free future access to Project Gutenberg-tm -electronic works. See paragraph 1.E below. - -1.C. The Project Gutenberg Literary Archive Foundation ("the -Foundation" or PGLAF), owns a compilation copyright in the collection -of Project Gutenberg-tm electronic works. Nearly all the individual -works in the collection are in the public domain in the United -States. If an individual work is unprotected by copyright law in the -United States and you are located in the United States, we do not -claim a right to prevent you from copying, distributing, performing, -displaying or creating derivative works based on the work as long as -all references to Project Gutenberg are removed. Of course, we hope -that you will support the Project Gutenberg-tm mission of promoting -free access to electronic works by freely sharing Project Gutenberg-tm -works in compliance with the terms of this agreement for keeping the -Project Gutenberg-tm name associated with the work. You can easily -comply with the terms of this agreement by keeping this work in the -same format with its attached full Project Gutenberg-tm License when -you share it without charge with others. - -1.D. The copyright laws of the place where you are located also govern -what you can do with this work. Copyright laws in most countries are -in a constant state of change. If you are outside the United States, -check the laws of your country in addition to the terms of this -agreement before downloading, copying, displaying, performing, -distributing or creating derivative works based on this work or any -other Project Gutenberg-tm work. The Foundation makes no -representations concerning the copyright status of any work in any -country other than the United States. - -1.E. Unless you have removed all references to Project Gutenberg: - -1.E.1. The following sentence, with active links to, or other -immediate access to, the full Project Gutenberg-tm License must appear -prominently whenever any copy of a Project Gutenberg-tm work (any work -on which the phrase "Project Gutenberg" appears, or with which the -phrase "Project Gutenberg" is associated) is accessed, displayed, -performed, viewed, copied or distributed: - - This eBook is for the use of anyone anywhere in the United States and - most other parts of the world at no cost and with almost no - restrictions whatsoever. You may copy it, give it away or re-use it - under the terms of the Project Gutenberg License included with this - eBook or online at www.gutenberg.org. If you are not located in the - United States, you will have to check the laws of the country where - you are located before using this eBook. - -1.E.2. If an individual Project Gutenberg-tm electronic work is -derived from texts not protected by U.S. copyright law (does not -contain a notice indicating that it is posted with permission of the -copyright holder), the work can be copied and distributed to anyone in -the United States without paying any fees or charges. If you are -redistributing or providing access to a work with the phrase "Project -Gutenberg" associated with or appearing on the work, you must comply -either with the requirements of paragraphs 1.E.1 through 1.E.7 or -obtain permission for the use of the work and the Project Gutenberg-tm -trademark as set forth in paragraphs 1.E.8 or 1.E.9. - -1.E.3. If an individual Project Gutenberg-tm electronic work is posted -with the permission of the copyright holder, your use and distribution -must comply with both paragraphs 1.E.1 through 1.E.7 and any -additional terms imposed by the copyright holder. Additional terms -will be linked to the Project Gutenberg-tm License for all works -posted with the permission of the copyright holder found at the -beginning of this work. - -1.E.4. Do not unlink or detach or remove the full Project Gutenberg-tm -License terms from this work, or any files containing a part of this -work or any other work associated with Project Gutenberg-tm. - -1.E.5. Do not copy, display, perform, distribute or redistribute this -electronic work, or any part of this electronic work, without -prominently displaying the sentence set forth in paragraph 1.E.1 with -active links or immediate access to the full terms of the Project -Gutenberg-tm License. - -1.E.6. You may convert to and distribute this work in any binary, -compressed, marked up, nonproprietary or proprietary form, including -any word processing or hypertext form. However, if you provide access -to or distribute copies of a Project Gutenberg-tm work in a format -other than "Plain Vanilla ASCII" or other format used in the official -version posted on the official Project Gutenberg-tm website -(www.gutenberg.org), you must, at no additional cost, fee or expense -to the user, provide a copy, a means of exporting a copy, or a means -of obtaining a copy upon request, of the work in its original "Plain -Vanilla ASCII" or other form. Any alternate format must include the -full Project Gutenberg-tm License as specified in paragraph 1.E.1. - -1.E.7. Do not charge a fee for access to, viewing, displaying, -performing, copying or distributing any Project Gutenberg-tm works -unless you comply with paragraph 1.E.8 or 1.E.9. - -1.E.8. You may charge a reasonable fee for copies of or providing -access to or distributing Project Gutenberg-tm electronic works -provided that: - -* You pay a royalty fee of 20% of the gross profits you derive from - the use of Project Gutenberg-tm works calculated using the method - you already use to calculate your applicable taxes. The fee is owed - to the owner of the Project Gutenberg-tm trademark, but he has - agreed to donate royalties under this paragraph to the Project - Gutenberg Literary Archive Foundation. Royalty payments must be paid - within 60 days following each date on which you prepare (or are - legally required to prepare) your periodic tax returns. Royalty - payments should be clearly marked as such and sent to the Project - Gutenberg Literary Archive Foundation at the address specified in - Section 4, "Information about donations to the Project Gutenberg - Literary Archive Foundation." - -* You provide a full refund of any money paid by a user who notifies - you in writing (or by e-mail) within 30 days of receipt that s/he - does not agree to the terms of the full Project Gutenberg-tm - License. You must require such a user to return or destroy all - copies of the works possessed in a physical medium and discontinue - all use of and all access to other copies of Project Gutenberg-tm - works. - -* You provide, in accordance with paragraph 1.F.3, a full refund of - any money paid for a work or a replacement copy, if a defect in the - electronic work is discovered and reported to you within 90 days of - receipt of the work. - -* You comply with all other terms of this agreement for free - distribution of Project Gutenberg-tm works. - -1.E.9. If you wish to charge a fee or distribute a Project -Gutenberg-tm electronic work or group of works on different terms than -are set forth in this agreement, you must obtain permission in writing -from the Project Gutenberg Literary Archive Foundation, the manager of -the Project Gutenberg-tm trademark. Contact the Foundation as set -forth in Section 3 below. - -1.F. - -1.F.1. Project Gutenberg volunteers and employees expend considerable -effort to identify, do copyright research on, transcribe and proofread -works not protected by U.S. copyright law in creating the Project -Gutenberg-tm collection. Despite these efforts, Project Gutenberg-tm -electronic works, and the medium on which they may be stored, may -contain "Defects," such as, but not limited to, incomplete, inaccurate -or corrupt data, transcription errors, a copyright or other -intellectual property infringement, a defective or damaged disk or -other medium, a computer virus, or computer codes that damage or -cannot be read by your equipment. - -1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the "Right -of Replacement or Refund" described in paragraph 1.F.3, the Project -Gutenberg Literary Archive Foundation, the owner of the Project -Gutenberg-tm trademark, and any other party distributing a Project -Gutenberg-tm electronic work under this agreement, disclaim all -liability to you for damages, costs and expenses, including legal -fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT -LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE -PROVIDED IN PARAGRAPH 1.F.3. YOU AGREE THAT THE FOUNDATION, THE -TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE -LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR -INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH -DAMAGE. - -1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a -defect in this electronic work within 90 days of receiving it, you can -receive a refund of the money (if any) you paid for it by sending a -written explanation to the person you received the work from. If you -received the work on a physical medium, you must return the medium -with your written explanation. The person or entity that provided you -with the defective work may elect to provide a replacement copy in -lieu of a refund. If you received the work electronically, the person -or entity providing it to you may choose to give you a second -opportunity to receive the work electronically in lieu of a refund. If -the second copy is also defective, you may demand a refund in writing -without further opportunities to fix the problem. - -1.F.4. Except for the limited right of replacement or refund set forth -in paragraph 1.F.3, this work is provided to you 'AS-IS', WITH NO -OTHER WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT -LIMITED TO WARRANTIES OF MERCHANTABILITY OR FITNESS FOR ANY PURPOSE. - -1.F.5. Some states do not allow disclaimers of certain implied -warranties or the exclusion or limitation of certain types of -damages. If any disclaimer or limitation set forth in this agreement -violates the law of the state applicable to this agreement, the -agreement shall be interpreted to make the maximum disclaimer or -limitation permitted by the applicable state law. The invalidity or -unenforceability of any provision of this agreement shall not void the -remaining provisions. - -1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the -trademark owner, any agent or employee of the Foundation, anyone -providing copies of Project Gutenberg-tm electronic works in -accordance with this agreement, and any volunteers associated with the -production, promotion and distribution of Project Gutenberg-tm -electronic works, harmless from all liability, costs and expenses, -including legal fees, that arise directly or indirectly from any of -the following which you do or cause to occur: (a) distribution of this -or any Project Gutenberg-tm work, (b) alteration, modification, or -additions or deletions to any Project Gutenberg-tm work, and (c) any -Defect you cause. - -Section 2. Information about the Mission of Project Gutenberg-tm - -Project Gutenberg-tm is synonymous with the free distribution of -electronic works in formats readable by the widest variety of -computers including obsolete, old, middle-aged and new computers. It -exists because of the efforts of hundreds of volunteers and donations -from people in all walks of life. - -Volunteers and financial support to provide volunteers with the -assistance they need are critical to reaching Project Gutenberg-tm's -goals and ensuring that the Project Gutenberg-tm collection will -remain freely available for generations to come. In 2001, the Project -Gutenberg Literary Archive Foundation was created to provide a secure -and permanent future for Project Gutenberg-tm and future -generations. To learn more about the Project Gutenberg Literary -Archive Foundation and how your efforts and donations can help, see -Sections 3 and 4 and the Foundation information page at -www.gutenberg.org - -Section 3. Information about the Project Gutenberg Literary -Archive Foundation - -The Project Gutenberg Literary Archive Foundation is a non-profit -501(c)(3) educational corporation organized under the laws of the -state of Mississippi and granted tax exempt status by the Internal -Revenue Service. The Foundation's EIN or federal tax identification -number is 64-6221541. Contributions to the Project Gutenberg Literary -Archive Foundation are tax deductible to the full extent permitted by -U.S. federal laws and your state's laws. - -The Foundation's business office is located at 809 North 1500 West, -Salt Lake City, UT 84116, (801) 596-1887. Email contact links and up -to date contact information can be found at the Foundation's website -and official page at www.gutenberg.org/contact - -Section 4. Information about Donations to the Project Gutenberg -Literary Archive Foundation - -Project Gutenberg-tm depends upon and cannot survive without -widespread public support and donations to carry out its mission of -increasing the number of public domain and licensed works that can be -freely distributed in machine-readable form accessible by the widest -array of equipment including outdated equipment. Many small donations -($1 to $5,000) are particularly important to maintaining tax exempt -status with the IRS. - -The Foundation is committed to complying with the laws regulating -charities and charitable donations in all 50 states of the United -States. Compliance requirements are not uniform and it takes a -considerable effort, much paperwork and many fees to meet and keep up -with these requirements. We do not solicit donations in locations -where we have not received written confirmation of compliance. To SEND -DONATIONS or determine the status of compliance for any particular -state visit www.gutenberg.org/donate - -While we cannot and do not solicit contributions from states where we -have not met the solicitation requirements, we know of no prohibition -against accepting unsolicited donations from donors in such states who -approach us with offers to donate. - -International donations are gratefully accepted, but we cannot make -any statements concerning tax treatment of donations received from -outside the United States. U.S. laws alone swamp our small staff. - -Please check the Project Gutenberg web pages for current donation -methods and addresses. Donations are accepted in a number of other -ways including checks, online payments and credit card donations. To -donate, please visit: www.gutenberg.org/donate - -Section 5. General Information About Project Gutenberg-tm electronic works - -Professor Michael S. Hart was the originator of the Project -Gutenberg-tm concept of a library of electronic works that could be -freely shared with anyone. For forty years, he produced and -distributed Project Gutenberg-tm eBooks with only a loose network of -volunteer support. - -Project Gutenberg-tm eBooks are often created from several printed -editions, all of which are confirmed as not protected by copyright in -the U.S. unless a copyright notice is included. Thus, we do not -necessarily keep eBooks in compliance with any particular paper -edition. - -Most people start at our website which has the main PG search -facility: www.gutenberg.org - -This website includes information about Project Gutenberg-tm, -including how to make donations to the Project Gutenberg Literary -Archive Foundation, how to help produce our new eBooks, and how to -subscribe to our email newsletter to hear about new eBooks. diff --git a/old/68464-0.zip b/old/68464-0.zip Binary files differdeleted file mode 100644 index 9b104a3..0000000 --- a/old/68464-0.zip +++ /dev/null diff --git a/old/68464-h.zip b/old/68464-h.zip Binary files differdeleted file mode 100644 index cff90e9..0000000 --- a/old/68464-h.zip +++ /dev/null diff --git a/old/68464-h/68464-h.htm b/old/68464-h/68464-h.htm deleted file mode 100644 index 69940e8..0000000 --- a/old/68464-h/68464-h.htm +++ /dev/null @@ -1,7629 +0,0 @@ -<!DOCTYPE html> -<html xmlns="http://www.w3.org/1999/xhtml" xml:lang="en" lang="en"> - <head> - <meta charset="utf-8" /> - <title>The Project Gutenberg eBook of Specifications For Street Roadway Pavements, by S. Whinery</title> - <link rel="icon" href="images/cover.jpg" type="image/x-cover" /> - <style> /* <![CDATA[ */ - body { margin-left: 8%; margin-right: 10%; } - h1 { text-align: center; font-weight: bold; font-size: xx-large; } - h2 { text-align: center; font-weight: bold; font-size: x-large; } - h3 { text-align: center; font-weight: bold; font-size: large; } - h4 { text-align: center; font-weight: bold; font-size: 1.0em; } - .pageno { right: 1%; font-size: x-small; background-color: inherit; color: silver; - text-indent: 0em; text-align: right; position: absolute; - border: thin solid silver; padding: .1em .2em; font-style: normal; - font-variant: normal; font-weight: normal; text-decoration: none; } - p { text-indent: 0; margin-top: 0.5em; margin-bottom: 0.5em; text-align: justify; } - sup { vertical-align: top; font-size: 0.6em; } - .sc { font-variant: small-caps; } - .large { font-size: large; } - .xlarge { font-size: x-large; } - .small { font-size: small; } - .xsmall { font-size: x-small; } - .lg-container-b { text-align: center; } - .x-ebookmaker .lg-container-b { clear: both; } - .lg-container-r { text-align: right; } - .x-ebookmaker .lg-container-r { clear: both; } - .linegroup { display: inline-block; text-align: justify; } - .x-ebookmaker .linegroup { display: block; margin-left: 1.5em; } - .linegroup .group { margin: 1em auto; } - .linegroup .line { text-indent: -3em; padding-left: 3em; } - div.linegroup > :first-child { margin-top: 0; } - .linegroup .in8 { padding-left: 7.0em; } - .dl_1 dd { text-align: justify; padding-top: .5em; padding-left: .5em; - margin-left: 3.2em; text-indent: -1em; } - .dl_1 dt { float: left; clear: left; text-align: right; width: 2.0em; - padding-top: .5em; padding-right: .5em; } - .dl_2 dd { text-align: justify; padding-top: .5em; padding-left: .5em; - margin-left: 2.7em; text-indent: -1em; } - .dl_2 dt { float: left; clear: left; text-align: right; width: 1.5em; - padding-top: .5em; padding-right: .5em; } - .ol_1 li {padding-left: 1em; text-indent: -1em; } - .x-ebookmaker .dl_1 dt { float: left; clear: left; text-align: right; - width: 2.0em; padding-top: .5em; padding-right: .5em; } - .x-ebookmaker .dl_2 dt { float: left; clear: left; text-align: right; - width: 1.5em; padding-top: .5em; padding-right: .5em; } - dl.dl_1 { margin-top: .5em; margin-bottom: .5em; } - dl.dl_2 { margin-top: .5em; margin-bottom: .5em; } - ol.ol_1 {padding-left: 0; margin-left: 2.78%; margin-top: .5em; - margin-bottom: .5em; list-style-type: decimal; } - div.footnote > :first-child { margin-top: 1em; } - div.footnote p { text-indent: 1em; margin-top: 0.25em; margin-bottom: 0.25em; } - div.pbb { page-break-before: always; } - hr.pb { border: none; border-bottom: thin solid; margin-bottom: 1em; } - .x-ebookmaker hr.pb { display: none; } - .chapter { clear: both; page-break-before: always; } - .figcenter { clear: both; max-width: 100%; margin: 2em auto; text-align: center; } - div.figcenter p { text-align: center; text-indent: 0; } - .figcenter img { max-width: 100%; height: auto; } - .id001 { width:80%; } - .x-ebookmaker .id001 { margin-left:10%; width:80%; } - .ic001 { width:100%; } - .ig001 { width:100%; } - .table0 { margin: auto; margin-top: 2em; } - .table1 { margin: auto; } - .bbt { border-bottom: thin solid; } - .nf-center { text-align: center; } - .nf-center-c0 { text-align: justify; margin: 0.5em 0; } - .c000 { margin-top: 0.5em; margin-bottom: 0.5em; } - .c001 { margin-top: 4em; } - .c002 { margin-top: 1em; } - .c003 { page-break-before: always; margin-top: 4em; } - .c004 { margin-top: 2em; } - .c005 { page-break-before:auto; margin-top: 4em; } - .c006 { margin-top: 2em; text-indent: 1em; margin-bottom: 0.25em; } - .c007 { text-indent: 1em; margin-top: 0.25em; margin-bottom: 0.25em; } - .c008 { text-align: center; } - .c009 { vertical-align: top; text-align: justify; text-indent: -1em; - padding-left: 1em; padding-right: 1em; } - .c010 { vertical-align: bottom; text-align: right; padding-right: 1em; } - .c011 { vertical-align: bottom; text-align: right; } - .c012 { margin-left: 2.78%; text-indent: 1em; margin-top: 0.25em; - margin-bottom: 0.25em; } - .c013 { margin-left: 2.78%; } - .c014 { page-break-before: auto; margin-top: 2em; } - .c015 { margin-top: 1em; text-indent: 1em; margin-bottom: 0.25em; } - .c016 { text-decoration: none; } - .c017 { vertical-align: top; text-align: right; } - .c018 { vertical-align: top; text-align: right; padding-right: 1em; } - .c019 { vertical-align: top; text-align: center; padding-right: 1em; } - .c020 { vertical-align: top; text-align: center; } - .c021 { text-indent: 0; margin-top: 0.25em; margin-bottom: 0.25em; } - .c022 { border: none; border-bottom: thin solid; width: 10%; margin-left: 0; - margin-top: 1em; text-align: justify; } - div.tnotes { padding-left:1em;padding-right:1em;background-color:#E3E4FA; - border:thin solid silver; margin:2em 10% 0 10%; font-family: Georgia, serif; - clear: both; } - .covernote { visibility: hidden; display: none; } - div.tnotes p { text-align: justify; } - .x-ebookmaker .covernote { visibility: visible; display: block; } - .figcenter {font-size: .9em; page-break-inside: avoid; max-width: 100%; } - .x-ebookmaker img {max-height: 30em; max-width: 100%; } - .footnote {font-size: .9em; } - div.footnote p {text-indent: 2em; margin-bottom: .5em; } - .chapter { clear: both; page-break-before: always; } - .ol_1 li {font-size: .9em; } - .x-ebookmaker .ol_1 li {padding-left: 1em; text-indent: 0em; } - body {font-family: Georgia, serif; text-align: justify; } - table {font-size: .9em; padding: 1.5em .5em 1em; page-break-inside: avoid; - clear: both; } - div.titlepage {text-align: center; page-break-before: always; - page-break-after: always; } - div.titlepage p {text-align: center; text-indent: 0em; font-weight: bold; - line-height: 1.5; margin-top: 3em; } - .ph1 { text-indent: 0em; font-weight: bold; font-size: xx-large; - margin: .67em auto; page-break-before: always; } - .ph2 { text-indent: 0em; font-weight: bold; font-size: x-large; margin: .75em auto; - page-break-before: always; } - .border {border-style: double;border-width: 4px; } - .x-ebookmaker p.dropcap:first-letter { float: left; } - /* ]]> */ </style> - </head> - <body> -<p style='text-align:center; font-size:1.2em; font-weight:bold'>The Project Gutenberg eBook of Specifications for street roadway pavements, by Samuel Whinery</p> -<div style='display:block; margin:1em 0'> -This eBook is for the use of anyone anywhere in the United States and -most other parts of the world at no cost and with almost no restrictions -whatsoever. You may copy it, give it away or re-use it under the terms -of the Project Gutenberg License included with this eBook or online -at <a href="https://www.gutenberg.org">www.gutenberg.org</a>. If you -are not located in the United States, you will have to check the laws of the -country where you are located before using this eBook. -</div> - -<p style='display:block; margin-top:1em; margin-bottom:0; margin-left:2em; text-indent:-2em'>Title: Specifications for street roadway pavements</p> -<p style='display:block; margin-left:2em; text-indent:0; margin-top:0; margin-bottom:1em;'>with instructions to inspectors on street paving work</p> -<p style='display:block; margin-top:1em; margin-bottom:0; margin-left:2em; text-indent:-2em'>Author: Samuel Whinery</p> -<p style='display:block; text-indent:0; margin:1em 0'>Release Date: July 6, 2022 [eBook #68464]</p> -<p style='display:block; text-indent:0; margin:1em 0'>Language: English</p> - <p style='display:block; margin-top:1em; margin-bottom:0; margin-left:2em; text-indent:-2em; text-align:left'>Produced by: Richard Tonsing and the Online Distributed Proofreading Team at https://www.pgdp.net (This file was produced from images generously made available by The Internet Archive)</p> -<div style='margin-top:2em; margin-bottom:4em'>*** START OF THE PROJECT GUTENBERG EBOOK SPECIFICATIONS FOR STREET ROADWAY PAVEMENTS ***</div> - -<div class='tnotes covernote'> - -<p class='c000'><strong>Transcriber’s Note:</strong></p> - -<p class='c000'>The cover image was created by the transcriber and is placed in the public domain.</p> - -</div> - -<div class='chapter ph1'> - -<div class='nf-center-c0'> -<div class='nf-center c001'> - <div>SPECIFICATIONS FOR</div> - <div>STREET ROADWAY PAVEMENTS</div> - </div> -</div> - -</div> - -<div class='border'> - -<div class='nf-center-c0'> -<div class='nf-center c001'> - <div><span class='xlarge'>McGraw-Hill Book Company</span></div> - <div class='c002'><i>Publishers of Books for</i></div> - </div> -</div> - -<div class='lg-container-b'> - <div class='linegroup'> - <div class='group'> - <div class='line'>Electrical World</div> - <div class='line'>Engineering Record</div> - <div class='line'>Railway Age Gazette</div> - <div class='line'>Signal Engineer</div> - <div class='line'>Electric Railway Journal</div> - <div class='line'>Metallurgical and Chemical Engineering</div> - <div class='line'>The Engineering and Mining Journal</div> - <div class='line'>Engineering News</div> - <div class='line'>American Machinist</div> - <div class='line'>American Engineer</div> - <div class='line'>Coal Age</div> - <div class='line'>Power</div> - </div> - </div> -</div> - -</div> - -<div class='titlepage'> - -<div> - <h1 class='c003'>SPECIFICATIONS FOR STREET ROADWAY PAVEMENTS<br /> <span class='small'>WITH INSTRUCTIONS TO</span><br /> <span class='xlarge'>INSPECTORS ON STREET PAVING WORK</span></h1> -</div> - -<div class='nf-center-c0'> -<div class='nf-center c004'> - <div>BY</div> - <div class='c002'><span class='large'>S. WHINERY</span></div> - <div><span class='xsmall'>MEMBER AMERICAN SOCIETY OF CIVIL ENGINEERS</span></div> - <div class='c004'><span class='sc'>Second Edition</span></div> - <div class='c002'><span class='sc'>Revised, Enlarged and Entirely Reset</span></div> - <div class='c004'><span class='large'>McGRAW-HILL BOOK COMPANY</span></div> - <div>239 WEST 39TH STREET, NEW YORK</div> - <div>6 BOUVERIE STREET, LONDON, E. C.</div> - <div>1913</div> - </div> -</div> - -</div> - -<div class='nf-center-c0'> -<div class='nf-center c001'> - <div><span class='small'><span class='sc'>Copyright, 1913, by the</span></span></div> - <div><span class='small'><span class='sc'>McGraw-Hill Book Company</span></span></div> - <div class='c004'><span class='small'>THE·MAPLE·PRESS·YORK·PA</span></div> - </div> -</div> - -<div class='chapter'> - <span class='pageno' id='Page_v'>v</span> - <h2 class='c005'>PREFACE TO SECOND EDITION</h2> -</div> - -<p class='c006'>In offering to the public a new edition of “Specifications for -Street Roadway Pavements” the author has taken advantage of -the opportunity to revise and expand somewhat the matter in the -original edition and to add thereto Instructions for Inspectors on -pavement work.</p> - -<p class='c007'>Since the publication of the original pamphlet in 1907 no little -advance has been made in the design and construction of street -pavements and the framing of specifications for that work. Aside -from the personal study and efforts of individual engineers, the -Association for Standardizing Paving Specifications, organized in -the latter part of 1909, has held four important conventions, devoted -to the improvement and standardization of specifications for street -pavements, and its able standing Committees have devoted much -time and thought to the subject. The American Society of Municipal -Improvements has also devoted much attention to the subject -and has adopted standard specifications for most of the common -kinds of pavement. Other organizations have been working along -the same lines.</p> - -<p class='c007'>Under these circumstances it might be thought that there is no -longer any pressing need for the continuance of individual efforts in -this field, and it has been with some hesitation that the author has -returned to it. Without venturing to criticise the work done by -these public organizations it has seemed to the author that there is -yet room for individual work in this field, if for no other reason -than that there still remain quite divergent views not only as to -the substance, but as to the form, scope and phraseology of specifications, -and contributions based upon some knowledge and experience -in street pavement may not be without value in reaching -final conclusions.</p> - -<p class='c007'>As might be expected experience and observation during the past -five years have, in a number of particulars, modified the author’s -opinions and shown where the original specifications offered might -be improved and enlarged, so that while, in the main, those now -offered follow the original text, the reader will find not a few changes. -<span class='pageno' id='Page_vi'>vi</span>There has also been added specifications for two comparatively new -kinds of roadway pavement that have merited attention, and for -concrete sidewalk and concrete combined curb and gutter.</p> - -<p class='c007'>So far as the author is aware there has not been printed, in -America at least, any complete and comprehensive code of instructions -for pavement inspectors, though there appears to be a demand, -as there certainly is a need, for something of the kind.</p> - -<p class='c007'>Having been asked about a year since to prepare such a set of -instructions for the use of one American city, the author has rewritten -parts of them in a more general form, and they are printed -(with the permission of the engineer for whom they were written) -as Part II of this edition. While they would need some revision and -modification to meet the conditions and special specification provisions -in any particular city, it is thought they may be useful in -at least suggesting the points to be covered.</p> - -<div class='chapter'> - <span class='pageno' id='Page_vii'>vii</span> - <h2 class='c005'>CONTENTS</h2> -</div> - -<table class='table0'> - <tr><td class='c008' colspan='4'>PART I</td></tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr><td class='c008' colspan='4'>SPECIFICATIONS</td></tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Introductory</strong></td> - <td class='c010'><span class='sc'>Page</span></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Value of general specifications</td> - <td class='c010'><a href='#Page_1'>1</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Theory of specifications</td> - <td class='c010'><a href='#Page_1'>1</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Street paving work</td> - <td class='c010'><a href='#Page_2'>2</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Specifications should be fair and just to contractor</td> - <td class='c010'><a href='#Page_4'>4</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Relations of contractor to municipality</td> - <td class='c010'><a href='#Page_6'>6</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Advertisements for proposals</td> - <td class='c010'><a href='#Page_7'>7</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Instructions to bidders</td> - <td class='c010'><a href='#Page_9'>9</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Relation between specifications and contract</td> - <td class='c010'><a href='#Page_9'>9</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Specifications</td> - <td class='c010'><a href='#Page_9'>9</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Preparation of specifications</td> - <td class='c010'><a href='#Page_9'>9</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Engineer as arbiter</td> - <td class='c010'><a href='#Page_11'>11</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Itemized unit prices</td> - <td class='c010'><a href='#Page_12'>12</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr><td class='c008' colspan='4'>SPECIFICATIONS</td></tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>General</strong></td> - <td class='c010'><span class='sc'>Page</span></td> - <td class='c011'><span class='sc'>Section</span></td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General description of work</td> - <td class='c010'><a href='#Page_13'>13</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Definitions</td> - <td class='c010'><a href='#Page_14'>14</a></td> - <td class='c011'>1</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Changes in plans and specifications</td> - <td class='c010'><a href='#Page_15'>15</a></td> - <td class='c011'>3</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Quality of material and work</td> - <td class='c010'><a href='#Page_15'>15</a></td> - <td class='c011'>4</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Inspection</td> - <td class='c010'><a href='#Page_15'>15</a></td> - <td class='c011'>5</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Injury to persons and property</td> - <td class='c010'><a href='#Page_16'>16</a></td> - <td class='c011'>6</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sanitary and public convenience</td> - <td class='c010'><a href='#Page_16'>16</a></td> - <td class='c011'>7–9</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Disorderly employees</td> - <td class='c010'><a href='#Page_17'>17</a></td> - <td class='c011'>10</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Order and progress of work</td> - <td class='c010'><a href='#Page_17'>17</a></td> - <td class='c011'>11</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Pavement datum</td> - <td class='c010'><a href='#Page_18'>18</a></td> - <td class='c011'>12</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>City monuments and stakes</td> - <td class='c010'><a href='#Page_18'>18</a></td> - <td class='c011'>13</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Old and new material</td> - <td class='c010'><a href='#Page_18'>18</a></td> - <td class='c011'>14–15</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Adjusting street structures</td> - <td class='c010'><a href='#Page_18'>18</a></td> - <td class='c011'>16</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Connection with existing pavements</td> - <td class='c010'><a href='#Page_19'>19</a></td> - <td class='c011'>18</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Measurements and computations</td> - <td class='c010'><a href='#Page_20'>20</a></td> - <td class='c011'>21</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Incidental and extra work</td> - <td class='c010'><a href='#Page_20'>20</a></td> - <td class='c011'>23–24</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Guaranty</td> - <td class='c010'><a href='#Page_21'>21</a></td> - <td class='c011'>25</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Preparing the sub-grade</td> - <td class='c010'><a href='#Page_22'>22</a></td> - <td class='c011'>26</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Foundations</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Concrete foundations—Portland cement</td> - <td class='c010'><a href='#Page_24'>24</a></td> - <td class='c011'>28–29</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>                    Sand</td> - <td class='c010'><a href='#Page_26'>26</a></td> - <td class='c011'>30</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>                    Stone</td> - <td class='c010'><a href='#Page_26'>26</a></td> - <td class='c011'>31</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>                    Care of materials</td> - <td class='c010'><a href='#Page_27'>27</a></td> - <td class='c011'>33</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>                    Ratios</td> - <td class='c010'><a href='#Page_27'>27</a></td> - <td class='c011'>34</td> - </tr> - <tr> - <td class='c009'><span class='pageno' id='Page_viii'>viii</span> </td> - <td class='c009'>                    Mixing Concrete</td> - <td class='c010'><a href='#Page_28'>28</a></td> - <td class='c011'>35</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>                    Placing concrete</td> - <td class='c010'><a href='#Page_29'>29</a></td> - <td class='c011'>36</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>                    Setting of concrete</td> - <td class='c010'><a href='#Page_29'>29</a></td> - <td class='c011'>37</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Foundation of old paving stone</td> - <td class='c010'><a href='#Page_30'>30</a></td> - <td class='c011'>39</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Foundation of broken stone</td> - <td class='c010'><a href='#Page_31'>31</a></td> - <td class='c011'>40–41</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Sheet asphalt pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General note</td> - <td class='c010'><a href='#Page_33'>33</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Crude and refined asphalts</td> - <td class='c010'><a href='#Page_36'>36</a></td> - <td class='c011'>43–46</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Tempering agent</td> - <td class='c010'><a href='#Page_38'>38</a></td> - <td class='c011'>47</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sand</td> - <td class='c010'><a href='#Page_38'>38</a></td> - <td class='c011'>48</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Pulverized stone</td> - <td class='c010'><a href='#Page_39'>39</a></td> - <td class='c011'>49</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Asphaltic paving cement</td> - <td class='c010'><a href='#Page_39'>39</a></td> - <td class='c011'>50</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Composition, surface mixture</td> - <td class='c010'><a href='#Page_40'>40</a></td> - <td class='c011'>51</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Base course</td> - <td class='c010'><a href='#Page_42'>42</a></td> - <td class='c011'>52–54</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Laying asphalt pavement</td> - <td class='c010'><a href='#Page_42'>42</a></td> - <td class='c011'>55–58</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Plant</td> - <td class='c010'><a href='#Page_45'>45</a></td> - <td class='c011'>59</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Asphalt block pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sub-grade and foundation</td> - <td class='c010'><a href='#Page_46'>46</a></td> - <td class='c011'>60–61</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Asphalt block</td> - <td class='c010'><a href='#Page_46'>46</a></td> - <td class='c011'>62</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Composition and quality</td> - <td class='c010'><a href='#Page_46'>46</a></td> - <td class='c011'>63–64</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Laying blocks</td> - <td class='c010'><a href='#Page_48'>48</a></td> - <td class='c011'>66</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Granite block pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Granite blocks</td> - <td class='c010'><a href='#Page_50'>50</a></td> - <td class='c011'>71</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sand cushion</td> - <td class='c010'><a href='#Page_51'>51</a></td> - <td class='c011'>72</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Setting blocks</td> - <td class='c010'><a href='#Page_51'>51</a></td> - <td class='c011'>73–74</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Filling joints</td> - <td class='c010'><a href='#Page_52'>52</a></td> - <td class='c011'>75</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Bridge and crossing stone</td> - <td class='c010'><a href='#Page_55'>55</a></td> - <td class='c011'>79</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Brick pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sub-grade and foundation</td> - <td class='c010'><a href='#Page_56'>56</a></td> - <td class='c011'>80–81</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Paving brick</td> - <td class='c010'><a href='#Page_56'>56</a></td> - <td class='c011'>82–84</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Delivering brick</td> - <td class='c010'><a href='#Page_58'>58</a></td> - <td class='c011'>85</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sand cushion</td> - <td class='c010'><a href='#Page_58'>58</a></td> - <td class='c011'>86</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Setting the brick</td> - <td class='c010'><a href='#Page_59'>59</a></td> - <td class='c011'>87–89</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Filling the joints</td> - <td class='c010'><a href='#Page_60'>60</a></td> - <td class='c011'>90</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Wood-block pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sub-grade and foundation</td> - <td class='c010'><a href='#Page_62'>62</a></td> - <td class='c011'>92–93</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Wood-blocks</td> - <td class='c010'><a href='#Page_63'>63</a></td> - <td class='c011'>94</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Creosote oil</td> - <td class='c010'><a href='#Page_65'>65</a></td> - <td class='c011'>95</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Preservative treatment</td> - <td class='c010'><a href='#Page_65'>65</a></td> - <td class='c011'>96</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Laying wood-blocks</td> - <td class='c010'><a href='#Page_66'>66</a></td> - <td class='c011'>97</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Filling joints</td> - <td class='c010'><a href='#Page_68'>68</a></td> - <td class='c011'>98</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Inspection</td> - <td class='c010'><a href='#Page_68'>68</a></td> - <td class='c011'>99</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Expansion joints</td> - <td class='c010'><a href='#Page_68'>68</a></td> - <td class='c011'>101</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Bituminous concrete pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General note</td> - <td class='c010'><a href='#Page_69'>69</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sub-grade and foundation</td> - <td class='c010'><a href='#Page_70'>70</a></td> - <td class='c011'>103–109</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Bituminous concrete</td> - <td class='c010'><a href='#Page_71'>71</a></td> - <td class='c011'>110</td> - </tr> - <tr> - <td class='c009'><span class='pageno' id='Page_ix'>ix</span> </td> - <td class='c009'>Mixing and laying</td> - <td class='c010'><a href='#Page_73'>73</a></td> - <td class='c011'>111–112</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Hydraulic concrete pavement</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sub-grade and foundation</td> - <td class='c010'><a href='#Page_73'>73</a></td> - <td class='c011'>113</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Bottom course</td> - <td class='c010'><a href='#Page_74'>74</a></td> - <td class='c011'>115</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Top, or surface, course</td> - <td class='c010'><a href='#Page_74'>74</a></td> - <td class='c011'>116–120</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Expansion joints</td> - <td class='c010'><a href='#Page_76'>76</a></td> - <td class='c011'>121</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Bituminous surface</td> - <td class='c010'><a href='#Page_77'>77</a></td> - <td class='c011'>122</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Experimental or Untried Pavements</strong></td> - <td class='c010'><a href='#Page_78'>78</a></td> - <td class='c011'>123–126</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Concrete Curb and Gutter</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General</td> - <td class='c010'><a href='#Page_80'>80</a></td> - <td class='c011'>127</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Excavation and drainage</td> - <td class='c010'><a href='#Page_81'>81</a></td> - <td class='c011'>128–129</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Concrete</td> - <td class='c010'><a href='#Page_81'>81</a></td> - <td class='c011'>130</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Weather</td> - <td class='c010'><a href='#Page_82'>82</a></td> - <td class='c011'>132</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Expansion joints</td> - <td class='c010'><a href='#Page_82'>82</a></td> - <td class='c011'>133</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Circular corners</td> - <td class='c010'><a href='#Page_83'>83</a></td> - <td class='c011'>134</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Steel protection</td> - <td class='c010'><a href='#Page_83'>83</a></td> - <td class='c011'>135</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Finishing, forms, etc.</td> - <td class='c010'><a href='#Page_83'>83</a></td> - <td class='c011'>136–138</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Payment for</td> - <td class='c010'><a href='#Page_84'>84</a></td> - <td class='c011'>139</td> - </tr> - <tr> - <td class='c009' colspan='2'><strong>Concrete Sidewalks</strong></td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General note</td> - <td class='c010'><a href='#Page_84'>84</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General dimensions</td> - <td class='c010'><a href='#Page_84'>84</a></td> - <td class='c011'>140</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Grading</td> - <td class='c010'><a href='#Page_85'>85</a></td> - <td class='c011'>141</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Drainage</td> - <td class='c010'><a href='#Page_85'>85</a></td> - <td class='c011'>142–143</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Bottom course</td> - <td class='c010'><a href='#Page_86'>86</a></td> - <td class='c011'>144</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Surface course</td> - <td class='c010'><a href='#Page_86'>86</a></td> - <td class='c011'>145</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Expansion joints</td> - <td class='c010'><a href='#Page_87'>87</a></td> - <td class='c011'>147</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Weather</td> - <td class='c010'><a href='#Page_88'>88</a></td> - <td class='c011'>149</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Regrading</td> - <td class='c010'><a href='#Page_88'>88</a></td> - <td class='c011'>150</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Repairing defects</td> - <td class='c010'><a href='#Page_88'>88</a></td> - <td class='c011'>151</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Measurement and payment</td> - <td class='c010'><a href='#Page_88'>88</a></td> - <td class='c011'>152</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr><td class='c008' colspan='4'>PART II</td></tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr><td class='c008' colspan='4'>INSTRUCTIONS TO INSPECTORS</td></tr> - <tr> - <td class='c009'> </td> - <td class='c009'> </td> - <td class='c010'> </td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Introductory note</td> - <td class='c010'><a href='#Page_91'>91</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General remarks, inspection and inspectors</td> - <td class='c010'><a href='#Page_91'>91</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>General instructions</td> - <td class='c010'><a href='#Page_94'>94</a></td> - <td class='c011'>1–13</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sub-foundation work general</td> - <td class='c010'><a href='#Page_96'>96</a></td> - <td class='c011'>14</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    curbing</td> - <td class='c010'><a href='#Page_97'>97</a></td> - <td class='c011'>15</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    rough grading</td> - <td class='c010'><a href='#Page_98'>98</a></td> - <td class='c011'>16</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    fine grading</td> - <td class='c010'><a href='#Page_98'>98</a></td> - <td class='c011'>17</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    incidental work</td> - <td class='c010'><a href='#Page_98'>98</a></td> - <td class='c011'>18</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    concrete foundation</td> - <td class='c010'><a href='#Page_98'>98</a></td> - <td class='c011'>19</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>        quality of materials</td> - <td class='c010'><a href='#Page_98'>98</a></td> - <td class='c011'>20</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>        storing materials</td> - <td class='c010'><a href='#Page_99'>99</a></td> - <td class='c011'>21</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>        proportioning</td> - <td class='c010'><a href='#Page_99'>99</a></td> - <td class='c011'>22</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>        mixing concrete</td> - <td class='c010'><a href='#Page_100'>100</a></td> - <td class='c011'>23</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>        placing concrete</td> - <td class='c010'><a href='#Page_100'>100</a></td> - <td class='c011'>24–25</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Old paving stone foundation</td> - <td class='c010'><a href='#Page_101'>101</a></td> - <td class='c011'>26</td> - </tr> - <tr> - <td class='c009'><span class='pageno' id='Page_x'>x</span> </td> - <td class='c009'>Broken stone foundation</td> - <td class='c010'><a href='#Page_101'>101</a></td> - <td class='c011'>27</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Sheet asphalt pavement</td> - <td class='c010'><a href='#Page_101'>101</a></td> - <td class='c011'>28</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    inspecting at paving plant</td> - <td class='c010'><a href='#Page_102'>102</a></td> - <td class='c011'>29–30</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    sand</td> - <td class='c010'><a href='#Page_102'>102</a></td> - <td class='c011'>31–33</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    refined asphalt and flux</td> - <td class='c010'><a href='#Page_103'>103</a></td> - <td class='c011'>34–36</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    asphaltic cement</td> - <td class='c010'><a href='#Page_103'>103</a></td> - <td class='c011'>37</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    ratio, sand and cement</td> - <td class='c010'><a href='#Page_104'>104</a></td> - <td class='c011'>38</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    mixing</td> - <td class='c010'><a href='#Page_104'>104</a></td> - <td class='c011'>39</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    records</td> - <td class='c010'><a href='#Page_104'>104</a></td> - <td class='c011'>40</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Inspecting on the street</td> - <td class='c010'><a href='#Page_105'>105</a></td> - <td class='c011'>41–42</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    temperature of mixture</td> - <td class='c010'><a href='#Page_105'>105</a></td> - <td class='c011'>43</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    preparing street surface</td> - <td class='c010'><a href='#Page_105'>105</a></td> - <td class='c011'>44</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    laying binder-course</td> - <td class='c010'><a href='#Page_106'>106</a></td> - <td class='c011'>45</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    laying surface-course</td> - <td class='c010'><a href='#Page_106'>106</a></td> - <td class='c011'>46–50</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Asphalt block pavement</td> - <td class='c010'><a href='#Page_107'>107</a></td> - <td class='c011'>51–52</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Granite block pavement</td> - <td class='c010'><a href='#Page_108'>108</a></td> - <td class='c011'>53</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    blocks</td> - <td class='c010'><a href='#Page_108'>108</a></td> - <td class='c011'>54</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    sand cushion</td> - <td class='c010'><a href='#Page_108'>108</a></td> - <td class='c011'>55</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    setting the block</td> - <td class='c010'><a href='#Page_108'>108</a></td> - <td class='c011'>56</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    ramming the blocks</td> - <td class='c010'><a href='#Page_109'>109</a></td> - <td class='c011'>57</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    filling joints</td> - <td class='c010'><a href='#Page_110'>110</a></td> - <td class='c011'>58</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Brick pavement</td> - <td class='c010'><a href='#Page_110'>110</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    inspecting the brick</td> - <td class='c010'><a href='#Page_110'>110</a></td> - <td class='c011'>60</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    sand cushion</td> - <td class='c010'><a href='#Page_111'>111</a></td> - <td class='c011'>61</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    setting brick</td> - <td class='c010'><a href='#Page_111'>111</a></td> - <td class='c011'>62</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    rolling</td> - <td class='c010'><a href='#Page_111'>111</a></td> - <td class='c011'>63</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    filling the joints</td> - <td class='c010'><a href='#Page_112'>112</a></td> - <td class='c011'>64–65</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Wood-block pavement</td> - <td class='c010'><a href='#Page_112'>112</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    inspection of blocks</td> - <td class='c010'><a href='#Page_112'>112</a></td> - <td class='c011'>67</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    mortar bed</td> - <td class='c010'><a href='#Page_112'>112</a></td> - <td class='c011'>68</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    setting blocks</td> - <td class='c010'><a href='#Page_113'>113</a></td> - <td class='c011'>69</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    filling the joints</td> - <td class='c010'><a href='#Page_113'>113</a></td> - <td class='c011'>70</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Bituminous concrete pavement</td> - <td class='c010'><a href='#Page_113'>113</a></td> - <td class='c011'>71–72</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Hydraulic concrete pavement</td> - <td class='c010'><a href='#Page_113'>113</a></td> - <td class='c011'>73</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    foundation</td> - <td class='c010'><a href='#Page_113'>113</a></td> - <td class='c011'>74</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    surface-course</td> - <td class='c010'><a href='#Page_114'>114</a></td> - <td class='c011'>75–77</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    expansion joints</td> - <td class='c010'><a href='#Page_114'>114</a></td> - <td class='c011'>78</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    care of work</td> - <td class='c010'><a href='#Page_114'>114</a></td> - <td class='c011'>79</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Concrete combined curb and gutter</td> - <td class='c010'><a href='#Page_114'>114</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    concrete</td> - <td class='c010'><a href='#Page_115'>115</a></td> - <td class='c011'>81</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    removing forms</td> - <td class='c010'><a href='#Page_115'>115</a></td> - <td class='c011'>82</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    corner protection</td> - <td class='c010'><a href='#Page_115'>115</a></td> - <td class='c011'>83</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    patching</td> - <td class='c010'><a href='#Page_116'>116</a></td> - <td class='c011'>84</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>Hydraulic concrete sidewalk</td> - <td class='c010'><a href='#Page_116'>116</a></td> - <td class='c011'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    materials</td> - <td class='c010'><a href='#Page_116'>116</a></td> - <td class='c011'>86</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    drainage</td> - <td class='c010'><a href='#Page_116'>116</a></td> - <td class='c011'>87</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    two-course work</td> - <td class='c010'><a href='#Page_116'>116</a></td> - <td class='c011'>88</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c009'>    finishing surface</td> - <td class='c010'><a href='#Page_116'>116</a></td> - <td class='c011'>89–90</td> - </tr> -</table> - -<div class='chapter'> - <h2 class='c005'>PART I<br /> SPECIFICATIONS FOR STREET ROADWAY PAVEMENTS</h2> -</div> - -<div> - <span class='pageno' id='Page_1'>1</span> - <h3 class='c003'>INTRODUCTORY</h3> -</div> - -<p class='c006'>In addition to their value as memoranda and aids in preparing -specifications for a particular project, carefully prepared general -specifications, embodying the latest approved practice, sometimes -supply the most useful and acceptable brief treatises upon any particular -branch of engineering work. It has been partly with this -thought in mind that the following set of specifications for standard -street pavements has been prepared and is now offered to city -engineers and municipal authorities.</p> - -<p class='c007'>To widen their range and increase their usefulness, copious foot -notes have been added, referring to alternative requirements and -methods of construction, and giving some of the reasons for the -preference or adoption of the construction called for in the specifications. -It is recognized that in a good many matters of detail -embraced in these specifications there is difference of opinion among -able engineers, many of whom are at least as competent as the -writer to determine what is best. They are not offered in a dogmatic -spirit, or with the hope that all the provisions found therein will be -accepted. If they shall be of some assistance in bringing about -correct standards for such specifications, their preparation will have -been justified.</p> - -<p class='c007'>Theoretically, three general classes of engineering specifications -may be noted. In the first, the aim of the engineer is to specify the -end or result that it is desired to secure, leaving the contractor free -to originate and follow the methods by which these results are to be -attained. In the second the engineer aims to secure the desired -end by specifying in detail the materials and the methods which -in his opinion will accomplish the purpose, he himself assuming -responsibility for the results. Either of these two classes of specifications -is permissible, and the engineer may choose the one which -in his opinion seems best adapted to the character of the work to -be done, and the conditions under which it must be prosecuted.</p> - -<p class='c007'>In the third class of specifications, met with more frequently -than they should be, the engineer undertakes to prescribe not only -the character of the materials to be used and the methods to be -pursued, but also the results to be attained. The position thus -assumed is illogical, and often unreasonable, and may lead to complications -<span class='pageno' id='Page_2'>2</span>between the engineer and the contractor. If a contractor -be required to turn out a product which shall conform to certain -standards, he may properly be given much, if not full latitude, as -to how the stipulated results shall be secured, and may be held fully -responsible for the outcome; if on the other hand the engineer -chooses to specify with more or less minuteness the character of the -materials to be used and the methods of construction to be followed, -and enforces compliance therewith, it seems fair and just that he -should assume responsibility for the results produced, and therefore -unfair to hold the contractor to responsibility for consequences -arising from the use of materials and methods which he was allowed -no choice or latitude in selecting.</p> - -<p class='c007'>In street paving work, of well-known and standard character, -the second class of specifications seems preferable for a number of -reasons, the leading one being that the time required to develop -the good or bad quality of the work must usually extend over a considerable -number of years, and the conditions to which the pavement -may be subjected in the meantime are likely to vary so widely that -it may be very difficult, if not impossible, to prescribe a satisfactory -standard of service and endurance. Disputes are therefore liable -to arise between the municipality and the contractor as to the latter’s -liability, or conditions may make it difficult or impossible to hold -the contractor to strict account for that liability.</p> - -<p class='c007'>It is believed that in the present state of the art it is entirely -practicable to so frame specifications for the materials to be used -and the methods to be followed in the construction of standard street -pavements, and to so enforce compliance therewith, that the engineer -and the municipality may safely assume responsibility for the quality -of the work produced. While it may be true that local conditions -sometimes make it very difficult to enforce compliance with specifications, -the same conditions are likely to make it at least equally -difficult to secure effective responsibility on the part of the contractor -for any long-period guarantee of the work done by him; -and the contractor who negligently or purposely violates the specifications -during construction is not likely to be more faithful or -scrupulous in living up to any guarantees he may make with regard -to the future, even where the terms and conditions of such guarantees -may be clearly defined and indisputable. The writer has discussed -the subject of time guarantees as applied to street pavements -pretty fully in his book, “Municipal Public Works,” and the above -brief statement seems all that is necessary here.</p> - -<p class='c007'><span class='pageno' id='Page_3'>3</span>In conformity with this view of the matter, the following specifications -aim to set out as definitely and clearly as practicable the -requirements for the construction of good pavements of the several -standard kinds, and it is assumed that the engineer will be able to, -and will enforce them.</p> - -<p class='c007'>It is, however, not infrequently the case that the engineer will be -called upon to prepare specifications for new, or patented, or proprietary -pavements advocated by their promoters, the value or -usefulness of which have not been sufficiently established by experience, -and for which the data for detailed, definite specifications -are not yet available.</p> - -<p class='c007'>In such cases the wisest course to follow is to confine the precise -specifications to the general or standard parts of the work, while -stipulating only the <i>results to be attained</i> with regard to those features -of the work that are proprietary or questionable, thus placing upon -the promoter or his contractors full responsibility for such results -as are promised or guaranteed. This applies to new or comparatively -untried materials or processes, whether patented or not.</p> - -<p class='c007'>A proposed form of general specifications to cover such cases is -offered herein.</p> - -<p class='c007'>It is usually unwise to adopt or to incorporate in the municipal -specifications those prepared or offered by the promoter or patentee, -which are often brief, incomplete, and indefinite, and are sometimes -carefully, and even cunningly, drawn to evade final responsibility.</p> - -<p class='c007'>No attempt has been made to submit specifications for proprietary -or patented pavements, or those composed wholly or in part of -materials which are patented or protected by trade-marks. The -owners or contractors engaged in constructing these pavements, -often, if not usually, claim the right to dictate the material parts -of the specifications under which such work shall be done, and the -municipal engineer who is called upon to construct such pavements, -must, in each case, determine whether the specifications offered are -adequate and satisfactory, and the extent to which he feels justified -in accepting responsibility for the results. Naturally, the contractor -or promoter, even if competent to prepare specifications, cannot -be expected to bind himself within closer limits than he thinks -necessary to secure the work. In many such cases the form of general -specifications for “untried or experimental pavements” given -herein might appropriately be used.</p> - -<p class='c007'>The engineer is, in common with all men, fallible, and he can -hardly hope, in the preparation of specifications, to make them -<span class='pageno' id='Page_4'>4</span>perfect; to cover every item and particular; or to escape some -ambiguities of expression, and some degree of indefiniteness. The -writer can only claim that he has aimed, in the light of a considerable -experience, to set out as fully and definitely as practicable -the requirements for the proper construction of high-class street -pavements, and has endeavored to avoid loose or obscure terms and -expressions. The ideal specification is one that furnishes a wholly -sufficient guide to the accomplishment of the desired purpose; that -provides for every possible contingency which may arise, and is -couched in language which not only means exactly what it was -intended to mean, but is incapable of any other interpretation. It -is needless to say that no example of such a perfect specification -can be instanced as a model.</p> - -<p class='c007'>It has been the aim to make these specifications fair and just -to the contractor; that is, to require of him no impracticable or -indefinite service, or the assumption by him of risks other than those -fairly involved in the business conduct of the work.</p> - -<p class='c007'>If the plans and specifications for any work which a contractor -bids upon are so full, specific, and clear, that he may know exactly -what he will be expected to do, and if they do not require him to -assume unusual chances and risks, he may intelligently name prices -which he believes will compensate him for the service. Having -done so, his proposal having been accepted, and a contract entered -into accordingly, the engineer and the municipality have a right -both in law and equity to demand that he will do exactly and fully -what he has contracted to do. No excuses on his part can be valid -and none should be accepted. He may in all fairness and justness -be required to “toe the mark” strictly. To the neglect to recognize -and enforce these principles is chargeable the greater part of the -poor and unsatisfactory work so common in street pavement work -in our cities. Unexpected contingencies may, of course, arise where -some changes and concessions may be proper and just, but these -should be, and usually are, very rare. On the other hand, sweeping -general clauses in contracts and specifications intended to catch the -contractor “goin’ or comin’,” unnecessarily stringent stipulations -which were never intended to be strictly enforced, but were put into -the specifications with the idea that they would help hold the contractor -up to a high standard, and “one-sided” contracts intended -to give the municipality an unfair advantage over the contractor, -are as inadvisable in policy as they are wrong in principle. Nothing -should be put in a specification that is not clearly essential to secure -<span class='pageno' id='Page_5'>5</span>the results aimed at, and, this having been done, every requirement -should be enforced. The existence in specifications of requirements -that are not intended to be enforced, gives the contractor a pretext -for neglecting others that may be important.</p> - -<p class='c007'>In these specifications will be found a number of details that -are often not regarded as important and which, when found in paving -specifications, the contractor is frequently allowed to ignore. -In the writer’s opinion, based upon his experience in street paving, -every one of these requirements is essential to the production of -high-class work, which, it is hardly necessary to argue, is, in the end, -the most economical work from the standpoint of the municipality.</p> - -<p class='c007'>It may be argued that the adoption and enforcement of these -specifications would have the effect of raising prices. In many cases -this would doubtless prove true. Contractors are entitled to a fair -and reasonable compensation for their services. It is admitted that -in some cities the prevailing prices for some kinds of pavements -are below the actual cost of the work if it were done in a proper -manner, conforming strictly to the specifications. Illogical as it -undoubtedly is, the low price at which work is taken is sometimes -considered a sufficient reason for accepting work below standard. -The consequence is that bidders not only count upon concessions -and lax enforcement of the specifications, but bid lower and lower, -expecting that further concessions will enable them to get out with -an undeserved profit. This is one of the most serious evils in the -paving business to-day, and the highest public interests demand a -thorough reform. Low first cost, desirable as it may be, is the -poorest economy if it be secured at the sacrifice of the quality of the -work. If one pavement costs twenty per cent. more than another, -but renders forty per cent. more service, it is obviously the cheaper -of the two.</p> - -<p class='c007'>Contractors are prone to contend that this or that provision -in a specification is unusual, unnecessary or unfair. In dealing with -them the engineer should bear in mind that no requirement of a -specification that is clearly and definitely stated, so that the bidder -may understand exactly what it means and what he will be expected -to do, and may frame his prices accordingly, can be unreasonable -or unfair to the contractor. Unusual or unnecessary requirements -may result in unwarrantably increasing the cost of the work, and -this may raise a question between the engineer and the municipality -employing him, but it can furnish no occasion for questions of fairness -or unfairness between the contractor and the engineer.</p> - -<p class='c007'><span class='pageno' id='Page_6'>6</span>The relations that should exist between the contractee and the -contractor, and the attitude of the engineer toward the contractor -have been widely discussed and are quite well understood from both -the ethical and legal standpoint.</p> - -<p class='c007'>It is well to bear in mind that when a contract is duly entered -into, both the parties thereto are equal before the law. Neither can -impose upon the other terms or conditions that are not clearly included -in or to be fairly inferred from the contract itself. The -assumption that either party has superior or extra rights not expressed -or to be fairly inferred from the written agreement, or in -accordance with the established rulings of the courts, is wholly -without warrant. The smallest contractor is, in this respect, upon -an equal footing with the largest city government for which he may -undertake to do contract work. It is not infrequently the case that -the city assumes a superior and dictatorial attitude not in harmony -with these principles, and it is too common for the contractor to seek -to evade or to escape from clear contractural obligations. In neither -case is the action warranted by fairness, justice, or law.</p> - -<p class='c007'>It should be needless to say that the attitude of the engineer -toward the contractor should be one of unyielding and uncompromising -requirement that the contract and specifications shall be -fully and faithfully complied with, but at the same time one of -absolute fairness and even helpfulness to the contractor. The ideal -relation, which should be more commonly attainable than it appears -to be, is that of helpful cooperation to bring about the results the -contract and specifications were intended to secure.</p> - -<p class='c007'>In line with the principles here outlined some observations upon -the preparation of contracts and specifications are appropriate.</p> - -<p class='c007'>It is the general practice to include in and make a part of “The -Contract” (herein for convenience called The General Contract) -all the various documents that are supposed to relate directly to -the transaction as a whole. The separate parts of such a general -contract may vary in number or character, but the principal ones -are the following:</p> - -<p class='c007'>1. The advertisement for proposals.</p> - -<p class='c007'>2. Instructions to bidders.</p> - -<p class='c007'>3. The proposal submitted.</p> - -<p class='c007'>4. The contract proper.</p> - -<p class='c007'>5. The specifications.</p> - -<p class='c007'>Each of these should be drawn to cover fully and clearly its -appropriate purpose or function but <i>nothing more</i>. It is not unusual -<span class='pageno' id='Page_7'>7</span>to find, even in the instructions to bidders, stipulations that properly -belong in the contract or specifications, and it is quite common to -find in the contract proper a lot of matter that properly belongs in -the specifications only. In such cases there is liable to be more or -less confusion as to the actual meaning or requirements of the -general contract as a whole, which may lead to serious misunderstandings -and complications between the parties thereto. The -several documents composing the general contract are likely to be -prepared by different persons, looking at the transaction from -different points of view, and often not wholly familiar with the scope, -intent and language of the other documents. There is therefore -a possibility, at least, of indefinite, if not of conflicting expressions -which are open to different interpretations, particularly in the -light of special or unexpected conditions that may arise during the -progress of the work or the settlement therefor. It would tend to -eliminate or avoid the possibility of such complications if each of -the several documents confined itself strictly to its appropriate -function in the general contract.</p> - -<p class='c007'>Advertisements for proposals may be divided into two general -classes. The one is brief in form and substance, simply stating -that proposals for a certain named work will be received at a stated -place and time, and referring those interested to documents on file -at a stated place for all further information. This is the general -form adopted by the United States War Department for the many -projects carried out by contract under its direction. A sample -advertisement taken from a current technical journal is as follows;</p> - -<p class='c012'>TREASURY DEPARTMENT, OFFICE OF -the Supervising Architect, Washington, D. C., -October 10, 1912. Sealed Proposals will be received -at this office until 3 o’clock p. m. on the 1st day of -November, 1912, and then opened, for an electric -passenger elevator in the United States post office, -Bellingham, Wash., in accordance with the drawing -and specification, copies of which may be had at this -office at the discretion of the Supervising Architect. -OSCAR WENDEROTH, Supervising Architect.</p> - -<p class='c007'>The other general class of advertisement, very commonly used -by municipal corporations, is much longer and more elaborate, -giving a condensed statement of the character of the work to be -done, the conditions under which proposals are invited and will be -received, and a schedule of the quantities of work involved, together -<span class='pageno' id='Page_8'>8</span>with other particulars. A typical example of such an advertisement, -taken from the same periodical, is here given:</p> - -<div class='nf-center-c0'> -<div class='nf-center c013'> - <div>PUMPING MACHINERY—ROSELAND PUMPING STATION</div> - <div class='c002'>DEPARTMENT OF PUBLIC WORKS</div> - </div> -</div> - -<div class='lg-container-r c013'> - <div class='linegroup'> - <div class='group'> - <div class='line'><span class='sc'>Chicago, Ill.</span>, October 2, 1912.</div> - </div> - </div> -</div> - -<p class='c012'>Sealed proposals will be received by the City of -Chicago until 11 A. M. Wednesday, October 30, -1912, at Room 406, City Hall, for furnishing and -erecting at Roseland Pumping Station one vertical -triple expansion crank and fly wheel pumping engine -of a capacity of twenty-five million (25,000,000) gallons -per day against a normal head of one hundred -and forty feet (140′). This proposal also includes -the dismantling of a similar engine now at Lake View -Pumping Station, transporting and erecting it at -Roseland Pumping Station, together with the furnishing -and erection of certain auxiliaries and appurtenances, -according to plans and specifications on file in -the office of the Department of Public Works of said -city, Room 406, City Hall.</p> - -<p class='c012'>Proposals must be made out upon blanks furnished -at said office, and be addressed to said Department, -indorsed “Proposals for Pumping Machinery, Roseland -Pumping Station,” and be accompanied with -Five Thousand ($5,000) Dollars in money or a certified -check for the same amount on some responsible -bank located and doing business in the City of Chicago -and made payable to the order of the Commissioner -of Public Works.</p> - -<p class='c012'>The Commissioner of Public Works reserves the -right to reject any or all bids. A deposit of One -Hundred Dollars ($100) will be required to insure -safe return of the plans.</p> - -<p class='c012'>No proposal will be considered unless the party -offering it shall furnish evidence satisfactory to the -Commissioner of Public Works of his ability, and -that he has the necessary facilities together with -sufficient pecuniary resources to fulfill the conditions -of the Contract and Specifications, provided such -Contract should be awarded to him.</p> - -<p class='c012'>Companies or firms bidding will give the individual -names as well as the name of the firm with their -address.</p> - -<div class='lg-container-r c013'> - <div class='linegroup'> - <div class='group'> - <div class='line in8'>L. E. McGANN,</div> - <div class='line'><i>Commissioner of Public Works</i>.</div> - </div> - </div> -</div> - -<p class='c007'><span class='pageno' id='Page_9'>9</span>Such advertisements as this may be required by statutes or ordinances, -and in that case are, of course, proper and necessary. Even -where not so required they may be considered advantageous, because -they give prospective bidders more complete information as -to the character and magnitude of the work, and may enable them -to decide at once whether they care to pursue the matter further. -But on the whole, the shorter form of advertisement, if permissible, -seems preferable, because it refers the enquirer directly to the original -and official sources of information, the forms to be used, the contract, -specifications and estimated quantities of work, exactly as -they will and must be presented to all bidders, and as they will appear -in the subsequent stages of the transaction, and leaves, therefore, -no room for possible confusion of statements between the -advertisement and the other documents. Furthermore, the cost -of the shorter form of advertisement is much less, and this is often -a matter of some importance.</p> - -<p class='c007'>Instructions to bidders should be confined strictly to such information -and directions as the bidder may need to properly and -intelligently make up and submit his proposal in accordance with -the requirements relating thereto. This should include primarily, -a reference to the contract and specifications for all general and detailed -information about the work to be done, but should carefully -avoid any statements or language that might be construed to add -to, take from, limit or modify the contract or specifications. Perhaps -the briefest and best statement of what this document should -or should not contain is that it should be so framed that, except as -a matter of record, its office and usefulness should absolutely end -with the award and signing of the contract.</p> - -<p class='c007'>No one who is not a lawyer can presume to say just what the contract -proper should contain or cover, particularly as this may vary -with the requirements of statutes and ordinances in force in a given -city. It would seem logical and proper, however, to separate the -special functions of contracts and specifications in such a way that -each should cover a distinct field of its own, and be free from encroachment -upon the proper domain of the other. With such a -conception of the proper domain of each, one might safely say that -the contract should undertake to set out only the legal and contractural -relations of the parties thereto, and should refer to the -plans and specifications for all detailed instructions as to the actual -performance of the work and the results to be secured.</p> - -<p class='c007'>In the preparation of specifications for any public work the main -<span class='pageno' id='Page_10'>10</span>points to be kept in mind are fulness, definiteness, and exact expression. -While brevity and conciseness are desirable qualities -in any document, they should not be secured at the expense of completeness -and precision of statement. Even the frequent repetition -of words, phrases and sentences throughout a document, where -it is necessary to avoid the possibility of misunderstanding or ambiguity, -should be resorted to freely. Exact description and definition -are more important than literary style, though they may often -be successfully combined. Of course, it is not possible or necessary -to go into minute detail with regard to every part of the work. -Certain things may be safely assumed to be required by established -practice or trade usage. If, for instance, it is specified that certain -lumber shall be “dressed” this word has a well-understood meaning -in the trade and it is unnecessary to stipulate how the dressing shall -be done or its character or quality, though it may be necessary to -say whether it is to be dressed on one or more sides.</p> - -<p class='c007'>The proper preparation of specifications for any work involves -a clear, distinct and complete conception, determination and design -of what is to be done; of the conditions that are likely to be met with -in carrying it out; and of alternate plans that these conditions may -necessitate. This may not always be possible, for the engineer is -not omniscient. But careful study and maturity of design will -enable him to avoid the great majority of such indefinite expressions -as “or in such other manner as the engineer may direct,” “in -accordance with the instructions of the engineer,” etc. A great -many of the items to which such expressions are intended to and -do apply in practice, could be definitely settled before the specifications -are prepared and thus all uncertainty on the part of both engineer -and contractor be avoided. To illustrate: specifications for -block pavement commonly stipulate that the blocks shall be set -in rows running at right angles to the axis of the street, except at -street intersections, where the engineer may direct them to be laid -at a different angle. There is usually no good reason why the engineer -should not determine beforehand at which, if any, street intersections -the general rule should be changed and so state in the specifications. -These may be and usually are unimportant matters which -may not much affect one way or the other the cost to the contractor. -But they often prove otherwise, and the contractor is entitled to -know when he submits his proposal just what he will be required to -do. Of course it may develop during the progress of the work that -changes from the original plan will become necessary, but these should -<span class='pageno' id='Page_11'>11</span>be provided for in some such definite and previously stipulated -manner as outlined in Sect. 3 of the following specifications.</p> - -<p class='c007'>The practice of inserting, either in the specifications or the contract, -a clause making the engineer judge and arbiter in any differences -that may arise between the city and the contractor, and providing -that his decision in all such cases shall be final, is as unwise -as it is often illegal. Such clauses are based on the assumption that -the engineer is a competent as well as a disinterested party in the -transaction, an assumption that is usually wholly wrong, though to -their honor it may be said that the confidence thus reposed in engineers -is seldom abused. But the fact is that the engineer is -never actually a disinterested party. He is employed and paid by -the city to look after its interests, and is under no obligations to the -contractor other than those named in the contract and specifications -and his sense of justice, propriety and professional honor. He -would be recreant to his duty if in all nicely balanced matters of -doubt he did not espouse the side of his employer. Moreover, his -personal interests are often involved. Having prepared the plans, -specifications and estimates for the work, he is naturally and properly -anxious that it shall be successful and that the cost shall not exceed -that estimated. Under all these conditions it is hardly possible -for any human being to be a wholly disinterested and unprejudiced -judge. No broad-minded and conscientious engineer desires to -be placed in such a difficult position, and it is as unfair as it is unwise -and improper to require him to assume it.</p> - -<p class='c007'>There are, however, a number of matters of fact in reference to -which it is proper and necessary to make the judgment and decision -of the engineer controlling and final, unless it may be shown that -his decision is clearly erroneous or affected by improper motives, -or by fraud. Some one must necessarily be made the immediate -and final judge as to whether the quality of materials and workmanship -is in accordance with the requirements of the plans and -specifications, and as to the quantity of work actually performed, -and these duties and responsibilities are very properly placed upon -the engineer.</p> - -<p class='c007'>It not infrequently occurs that specifications are not drawn as -clearly as they should be in the matters of methods of measuring -the work and of applying contract unit prices, and indefiniteness -and carelessness in this regard are often a source of misunderstanding -and dispute between the engineer and the contractor. It is a -good practice, followed by many able engineers, after specifying -<span class='pageno' id='Page_12'>12</span>how a certain part of the work shall be done, to state how it shall -be measured and paid for at the contract unit prices.</p> - -<p class='c007'>In many respects it is desirable that all the work to be done under -contract should be quite fully itemized, and a unit price named for -each kind of work. It is the custom in many cities to name only -certain leading items of the work to be done under a paving contract, -as for the pavement complete, furnishing and setting new -curbing, redressing and resetting old curbing, and possibly a few -other leading items, and to require that all necessary incidental -work shall be done by the contractor without cost to the city; or, in -other words, he must take this possible extra work into consideration -in naming his unit prices for the leading items of the work. -As the quantity of this incidental work is often not stated, and the -contractor has no means of ascertaining it, he must guess, as intelligently -as he may be able, how much he should add to his unit prices -to cover its cost. If he is a prudent contractor he will be sure to -add enough to prevent any possible loss on this account. In most -cases the quantities of this incidental work can be determined and -scheduled by the engineer with the more important items, and the -contractor may be required to name unit prices for it. True, there -are likely to develop during the progress of the work some items -that could not be foreseen or that were overlooked. In some cities -such contingencies are provided for by a clause in the contract or -specifications scheduling, by name, all the incidental minor items -of work that experience has shown are likely to be met with in street paving -contracts, and naming fair unit prices which the contractor -will be paid for each, should it occur. The contractor may then -feel assured that however much the quantity of such incidental -work may vary, he will receive compensation proportionate thereto, -and he may name his prices for the main items with more confidence. -Under such conditions it is reasonable to expect closer figures than -he would be willing to name if an unknown quantity of incidental -work for which no separate pay is provided had to be taken into -consideration.</p> - -<p class='c007'>Sub-division of unit prices is also desirable in order that the engineer -may be able to analyze and record the elements that make up -the aggregate cost of the work. Thus, in the case of the construction -of a new sheet asphalt pavement it is common to ask for a single -price for the pavement complete, including a five year guarantee. -Now the work will consist of several distinct operations or kinds -of work for each of which a separate price might be named:</p> - -<p class='c007'><span class='pageno' id='Page_13'>13</span>1. The grading of the street and preparation of the sub-grade. -The quantity of this work will vary on different streets and is best -reckoned by the cubic yard of material excavated.</p> - -<p class='c007'>2. A price, either per cubic yard or per square yard for the concrete -foundation.</p> - -<p class='c007'>3. A price per square yard for the asphalt pavement proper. This -might, if desired, be sub-divided into separate prices for the base-course and the surface-course.</p> - -<p class='c007'>4. A price per square yard for guaranteeing the pavement for -five years.</p> - -<p class='c007'>Such sub-division would, it is true, increase the work of final computation -but if of no other value, the detailed costs would be a great -aid to the engineer in estimating the reasonable cost of future work -where the relative quantity of these detailed parts varied.</p> - -<h3 class='c003'>SPECIFICATIONS</h3> - -<div class='nf-center-c0'> -<div class='nf-center c004'> - <div>For Grading and Paving, or Repaving</div> - </div> -</div> - -<div class='lg-container-b'> - <div class='linegroup'> - <div class='group'> - <div class='line'>with.. ........ ........ .............. .... Pavement</div> - <div class='line'>on a... ......... .......... ...... Foundation, the Roadway</div> - <div class='line'>of..... ........ ........... ............ . ............</div> - <div class='line'>Street, from...... .......... ............. .............</div> - <div class='line'>to. ....... ....... ........... ............ ........</div> - <div class='line'>together with work incidental thereto.</div> - </div> - </div> -</div> - -<h4 class='c014'>GENERAL DESCRIPTION OF WORK</h4> - -<p class='c015'>The work embraced in and to be done under this contract consists -of grading the entire street from curb to curb between the -limits named, including the removal or readjustment of the pavement -now on the roadway, setting and resetting curbing, laying -or relaying sidewalks where required, furnishing all new material -and performing all the labor required for paving the roadway, -together with all incidental work necessary to complete the whole -in a proper manner, in accordance with the contract, the plans on -<span class='pageno' id='Page_14'>14</span>file in the office of the City Engineer, these Specifications and the -instructions of the City Engineer, herein referred to as the Engineer, -or his authorized agents.</p> - -<h4 class='c014'>REFERENCES</h4> - -<p class='c015'>The numbered divisions of these specifications are herein designated -as “sections,” each being referred to by the number standing -at its beginning. Where reference is herein made to any such section -number it shall be considered equivalent to a quotation of that -section.</p> - -<p class='c007'>The plans and drawings relating to this work, on file in the -office of the City Engineer are designated as ...</p> - -<p class='c007'><strong>1. Authority.</strong>—Wherever, in these specifications, the words, the -City, are used, they shall be understood to refer to the duly constituted -municipal government of the city of ... -or its authorized agents, acting within the authority specifically conferred -upon them by the said municipal government.<a id='r1'></a><a href='#f1' class='c016'><sup>[1]</sup></a></p> - -<p class='c007'>Wherever, in these specifications, the words, the Engineer, shall -be used, they shall be understood to refer to the City Engineer -of said city, or his deputies or assistants, acting within the authority -conferred upon them by the City Engineer.</p> - -<p class='c007'>But no agent of the city shall have power to revoke, alter, enlarge -or relax the stipulations or requirements of these specifications, -except in so far as such authority may be specifically conferred in -or by the specifications themselves, without the formal authorization -so to do, conferred by the contract of which these specifications -are a part, or by ordinance, resolution or other usual official action -of the city.<a id='r2'></a><a href='#f2' class='c016'><sup>[2]</sup></a></p> - -<p class='c007'><strong>2. Interpretation.</strong>—In case of any actual or alleged disagreement -or discrepancy between the contract, these specifications, and the -plans for the work on file in the office of the Engineer, the language -<span class='pageno' id='Page_15'>15</span>and provisions of the contract shall take precedence and prevail; -and the Engineer shall determine in each case whether the specifications -or the plans shall be followed.</p> - -<p class='c007'><strong>3.</strong> The Engineer shall have the right to make such changes in the -plans and specifications of the work as he may deem necessary or -desirable or to provide for unexpected conditions or contingencies -that may develop at any time after the signing of the contract, or -during the progress, or before the final acceptance of the work; -provided that all such changes do not involve an aggregate increase -or decrease in the cost of the work, as shown by his estimates, of -more than ten (10) per cent. The contractor shall accept such -changes when made, as a part of the original contract and specifications, -subject to all the provisions and conditions thereof. But -before any such changes shall become valid and before the contractor -shall begin the particular work involved in such changes, the -increased or decreased cost of the work by reason of such changes, -above or below what it would have been under the original plans -and specifications, shall be agreed upon in writing between the -engineer and the contractor. And when the whole work, including -such changes, shall have been completed and accepted by the -engineer, the sum or sums so agreed upon shall be added to or -deducted from the sum that would have been due the contractor -if no such changes had been made.</p> - -<p class='c007'><strong>4. Quality of Material and Work.</strong>—The judgment and decision -of the Engineer as to whether the materials supplied and the work -done under this contract comply with the requirements of these -specifications, shall be conclusive and final. No material shall be -used in the work until it has been examined and approved by the -Engineer, or his authorized agents. All rejected material must be -promptly removed from the work and replaced with that which is -acceptable to the Engineer, and all improper or defective work must -be corrected, and, if necessary, removed and reconstructed so as to -comply with these specifications and the instructions of the Engineer.</p> - -<p class='c007'>In all matters of detail not specifically covered by the specifications -the work shall be well and skillfully done in accordance with -the best trade or art customs and standards for work of like character -and purpose.</p> - -<p class='c007'><strong>5. Inspection.</strong>—The Engineer may provide for the inspection, by -assistants and inspectors under his direction, of all materials used -and all work done under this contract. Such inspection may extend -to all or any part of the work, and to the preparation or manufacture -<span class='pageno' id='Page_16'>16</span>of materials to be used, whether within the limits of the work on the -street, or at any other place. The Engineer and his inspectors shall -have free access to all parts of the work, including mines, quarries, -manufactories, or other places where any part of the materials to be -used is procured, manufactured or prepared. The Contractor shall -furnish the Engineer all information relating to the work and the -material therefor which the Engineer may deem necessary or pertinent, -and with such samples of materials as may be required. The -Contractor shall, at his expense, supply inspectors with such labor -and assistance as may be necessary in the handling of materials -for proper inspection. Inspectors shall have authority to reject -defective material and to suspend any work that is being improperly -done, subject to the final decision of the Engineer. Inspectors shall -have no authority to permit deviations from, or to relax any of the -provisions of these specifications without the written permission or -instruction of the Engineer; nor to delay the Contractor by failure -to inspect materials and work with reasonable promptness.</p> - -<p class='c007'>The payment of any compensation, whatever may be its character -or form, or the giving of any gratuity, or the granting of any -valuable favor, by the Contractor to any inspector, directly or -indirectly, is strictly prohibited, and any such act on the part of -the Contractor will constitute a violation of these specifications.<a id='r3'></a><a href='#f3' class='c016'><sup>[3]</sup></a></p> - -<p class='c007'><strong>6. Injuries to Persons and Property.</strong>—The Contractor shall be -held alone responsible for all injuries to persons, and for all damages -to the property of the city or others, caused by or resulting from the -negligence of himself, his employees or agents, during the progress -of, or connected with the prosecution of the work, whether within -the limits of the work, or elsewhere. He must restore all injured -property, including sidewalks, curbing, sodding, pipes, conduits, -sewers and other public or private property to a condition as good -as it was when he entered upon the work.</p> - -<p class='c007'><strong>7. Sanitary Conveniences; Nuisances.</strong>—The Contractor shall -<span class='pageno' id='Page_17'>17</span>provide all necessary privy accommodations for the use of his employees -on the street, and shall maintain the same in a clean and -sanitary condition. He shall not create nor permit any nuisance -to the public or to residents in the vicinity of the work.</p> - -<p class='c007'><strong>8. Public Convenience.</strong>—No material, or other obstruction -shall be placed within five feet of fire hydrants, which must be at -all times readily accessible to the Fire Department.</p> - -<p class='c007'>During the progress of the work the convenience of the public -and of the residents along the street must be provided for as far as -practicable. Convenient access to driveways, houses and buildings -along the street must be maintained wherever possible. Temporary -approaches to and crossings of intersecting streets and sidewalks -must be provided and kept in good condition, wherever -practicable.</p> - -<p class='c007'><strong>9. Barriers, Lights, Watchmen.</strong>—The Contractor shall provide -and maintain such fences, barriers, “street closed” signs, red lights, -and watchmen as may be necessary to prevent avoidable accidents -to residents and to the public.</p> - -<p class='c007'><strong>10. Disorderly Employees.</strong>—Disorderly, intemperate, or incompetent -persons must not be employed, retained, or allowed upon -the work. Foremen or workmen who neglect or refuse to comply -with the instructions of the Engineer, shall, at his request, be -promptly discharged, and shall not thereafter be re-employed -without his consent.</p> - -<p class='c007'><strong>11. Order and Progress of Doing Work.</strong>—The work under this contract -shall be prosecuted at as many different points, at such times, -and in such sections along the line of the work, and with such forces -as the Engineer may from time to time deem necessary, and direct, -to secure its completion within the contract time. Not more than -one thousand (1,000) linear feet of the street shall be torn up, obstructed -or closed to travel at any one time without the written permission -of the Engineer. Completed portions of the pavement -shall be opened to travel as directed by the Engineer, but such -opening shall not be construed as an acceptance by the City of the -work done. Where thus opened to public travel by the direction -of the Engineer, the Contractor will not be held responsible for injuries -to the work caused by such travel or public use, pending the -final completion and acceptance of the whole work.</p> - -<p class='c007'><strong>12. Grade and Contour of Pavement.</strong>—Roadway pavements -shall be laid to such grades, crown and contour of surface as the plans -may show or the Engineer may direct, and the surface of the completed -<span class='pageno' id='Page_18'>18</span>pavement shall conform accurately to such grades, crown -and contour. The designed surface of the completed pavement -shall be considered as the datum or plane of reference in fixing the -location or level of the sub-grade, of the pavement foundation, and -of structures connected therewith. It will be hereafter referred to -in these specifications as “The pavement datum.”</p> - -<p class='c007'><strong>13. City Monuments or Stakes.</strong>—The Contractor must carefully -protect from disturbance or injury all city monuments, stakes and -benchmarks, and shall not excavate nearer than five feet to any of -them without the permission of the Engineer; or until they have -been removed, witnessed, or otherwise disposed of by the Engineer.</p> - -<p class='c007'><strong>14. Old Material.</strong>—All material or structures removed from the -street and not required for the new construction, but which the city -may desire to reserve, shall be delivered and neatly piled up in a -corporation yard or elsewhere, by the Contractor, as the Engineer -may direct. Such reserved material shall be considered in the -custody of the Contractor until delivered at the place designated, -and he will be held responsible for its care and protection, and must -make good any losses occasioned by damage, theft, or misappropriation -while it is on the street or en route to the place of storage. -If the Contractor shall be required to haul such reserved material -more than one-half mile, he shall be paid a reasonable price, to be -agreed upon in advance, for the haul exceeding that distance.</p> - -<p class='c007'>Material taken from the work which is to be used in the new construction -shall be compactly piled where it will least obstruct the -sidewalks or adjoining sections of the street, and properly protected -by the Contractor until it is required for use.</p> - -<p class='c007'>All old material removed from the work, including the material -excavated in preparing the sub-grade, not reserved by the City nor -to be used again in the work, shall belong to the Contractor and -must be removed by him from the street as promptly as possible. -It must not be placed on the sidewalks or adjacent streets, nor on -any other street or property belonging to the City, nor on the property -of private owners, without the written consent of the Engineer, -or the owner of the property.</p> - -<p class='c007'><strong>15. Storage of New Material.</strong>—The material for construction -when brought upon the street shall be neatly piled so as to cause as -little obstruction to travel as possible, and so that it may be -conveniently inspected.</p> - -<p class='c007'><strong>16. Rebuilding and Adjusting Street Structures.</strong>—Catch basins, -manhole, sewer and water frames and covers, sewer inlets, water -<span class='pageno' id='Page_19'>19</span>pipes and other conduits, belonging to the City and within the limits -of the work, shall, if necessary, be reset to the new lines and grades -of the street and for this purpose good brick masonry of the original -thickness, laid in Portland cement mortar shall be used. Great -care must be taken to set all such structures as project through -the pavement exactly to the grade and contour of the new street -surface, and any defects in the conformity of such structures to -the pavement datum, discovered at the time, or during the progress -of the work, or during the guaranty period, stipulated in Sec. 25 -shall be promptly remedied by the Contractor.</p> - -<p class='c007'><strong>17. Clean Sidewalks.</strong>—During the progress of the work, the -sidewalks and portions of the street adjoining the work, or in its -vicinity, must not be obstructed or littered more than may be absolutely -necessary, and the adjacent sidewalks must be kept clean.</p> - -<p class='c007'><strong>18. Connection With Existing Pavements or Streets.</strong>—Wherever -a new pavement joins or abuts against an existing pavement of a -different kind, or an unpaved street, either at the end of the new -pavement or at cross or intersecting streets, a line of stone headers -shall be provided and set. The stone shall be of sound, hard limestone, -sandstone, granite or bluestone, free from injurious imperfections. -The separate stones shall be not less than three (3) feet -long, at least eighteen (18) inches deep, not less than four and one-half -(4½) inches wide at the top, nor less than three (3) inches -wide at the bottom. The top shall be of uniform width for each -line of headers, and shall be dressed square and even. The ends -shall be dressed to secure a joint not wider than one-half (½) inch -for a depth of six inches from the top, and the sides dressed so as to -secure good contact and close jointing with the pavement. The -stones shall be set accurately with their tops at the pavement datum, -on a bed of concrete nine (9) inches wide and six (6) inches deep, -and after being set the trench shall be filled and rammed full of -gravel or crushed stone.</p> - -<p class='c007'>All existing pavements adjoining or abutting against the new -pavement, with their crosswalks, curbs, and gutters, shall be adjusted, -or taken up and relaid, to conform to and connect with the -pavement datum, to such an extent as the Engineer may direct.</p> - -<p class='c007'>Where the new and adjoining pavement are of the same kind, -and headers are not used, the new and the old pavement must be -properly joined and connected, as the Engineer may direct.</p> - -<p class='c007'>Stone headers will be paid for by the linear foot at the contract -price for that item, and the other work embraced in this section -<span class='pageno' id='Page_20'>20</span>will be paid for at the contract prices for the several items, where -such contract prices are provided; otherwise the work shall be considered -as incidental work and shall be done at the expense of the -Contractor.</p> - -<p class='c007'><strong>19. Curbing to be Completed in Advance.</strong>—The setting of all -new curbing and guttering and the redressing, resetting or readjustment -of all old curbing must be completed at least 100 feet in advance -of the construction of the street foundation.</p> - -<p class='c007'><strong>20. Final Cleaning Up.</strong>—Immediately after the completion of -the work or any consecutive portion of it, the Contractor shall remove -from it all unused material, refuse and dirt placed by him -on, or in the vicinity of the work, or resulting from its prosecution, -and restore the street to a condition as clean as before the work was -begun; and the new pavement shall be properly cleaned.</p> - -<p class='c007'><strong>21. Measurements and Computations.</strong>—Unless otherwise distinctly -provided in the contract and specifications, measurements, -computations and payments will be based upon the actual quantities -of completed work, customary or conventional methods of measurement -and computation to the contrary notwithstanding.</p> - -<p class='c007'>The area of street pavement shall be reckoned in square yards -of completed pavement surface, deducting manholes, inlets and other -openings in the surface of the pavement having an area of over -three (3) square feet. Unless separately paid for under the contract, -stone headers and crosswalks will be measured as a part of the -pavement surface.</p> - -<p class='c007'><strong>22.</strong> The price for the pavement per square yard shall, unless -otherwise stated herein, include the preparation of the sub-foundation, -the construction of the foundation, the cushion course, and -the pavement complete, including all the materials and labor required -therefor.</p> - -<p class='c007'><strong>23. Incidental Work at Contractor’s Expense.</strong>—All the work to be -done by the Contractor for which specific unit prices are not named -in the contract, specified and enumerated in Sections 4, 5, 6, 7, 8, 9, -12, 13, 14, 15, 16, 17, 18, 19, and 20, as well as any minor details -of work not specifically mentioned in the specifications, but obviously -necessary for the proper completion of the work, shall be considered -as incidental, and as being a part of and included with the work -for which prices are named in the contract. The Contractor will -not be entitled to any extra or additional compensation therefor.</p> - -<p class='c007'><strong>24. Extra Work.</strong>—The City may require the Contractor to -furnish such additional materials and to do such additional work, -<span class='pageno' id='Page_21'>21</span>not provided for in the contract and these specifications, but which -may be found necessary or pertinent to the proper prosecution and -completion of the work embraced in the contract, at prices to be -agreed upon in writing, in advance. But no work other than that -included in the contract and these specifications and which is covered -by and to be paid for at the prices named in the contract, shall be -done by the Contractor except upon a written order from the Engineer, -which order shall describe the work to be done and name -the compensation agreed upon therefor. In the absence of such -written order from the Engineer the Contractor will not be entitled -to payment for any such additional or extra work.</p> - -<p class='c007'>In the same manner the city may omit or dispense with items or -parts of the work, by previous agreement with the contractor, and -a like written order by the engineer. But such additions, omissions -or alterations shall not together increase or decrease the aggregate -cost of the whole work more than fifteen per cent. (15%). Any -changes in the plans, specifications, character of material used or -method of doing the work that may increase or decrease the aggregate -cost of the work more than fifteen per cent. (15%) may be -authorized and validated only by a formal, supplemental contract, -regularly executed by all the parties to the original contract.<a id='r4'></a><a href='#f4' class='c016'><sup>[4]</sup></a></p> - -<p class='c007'><strong>25. Guaranty.</strong><a id='r5'></a><a href='#f5' class='c016'><sup>[5]</sup></a>—The Contractor shall guarantee that all the materials -used and all the work done under this contract shall fully -comply with the requirements of these specifications, the plans -herein before referred to and the instructions of the Engineer. Any -defects in the completed work, or any part of it, or any failure of the -work to fully perform or endure the service for which it was intended, -<span class='pageno' id='Page_22'>22</span>which, in the opinion of the Engineer, are attributable to the use -of materials, skill, or workmanship not in compliance with the said -specifications, plans and instructions, within a period of ... -years after the date of the certificate of completion and -acceptance, shall be regarded as prima facie and conclusive evidence -that the Contractor has failed to comply with the said specifications, -plans and instructions. And the Contractor shall, at his own expense, -at such time and in such manner as the Engineer may direct, -repair or take up and reconstruct any such defective work, in full -compliance with the original specifications, plans and instructions. -And as surety for the performance of this guaranty the Contractor’s -bond, required by the contract, shall remain in full force until the -expiration of the period of ... years above stipulated -in this section.</p> - -<h4 class='c014'>PREPARING THE SUB-GRADE</h4> - -<p class='c015'><strong>26. Grading.</strong>—The whole area to be occupied by the pavement -and its foundation shall be excavated or filled up to a sub-grade at -such an elevation that after being compacted by the roller, the -surface will be ... inches below the pavement datum, and truly -parallel thereto. In excavating, the earth must not be disturbed -below the sub-grade. Plowing will not be permitted where the depth -of earth to be removed is less than five (5) inches, and in no case must -the plow be allowed to penetrate to within less than one inch of the -sub-grade. Places that are found to be loose, or soft, or composed -of unsuitable material, below sub-grade, must be dug out and refilled -with sand, or other material as good as the average of that found on -the street.</p> - -<p class='c007'>Where the natural surface of the ground shall be below the sub-grade, -or shall become so by the removal of old pavement or other -structures, it must be filled to the sub-grade in layers not exceeding -five inches in depth, and each layer shall be thoroughly rolled or -rammed before the next layer is placed upon it, and when the filling -is completed the filled area must be properly trimmed and compacted -by rolling or ramming to the true sub-grade, as in excavation. -The material excavated from the street may be used for such filling, -provided it be of suitable quality. Where it cannot be thus procured -from the street it must be obtained by the Contractor elsewhere, in -which case the actual quantity so obtained, measured after it is compacted -in the street, will be paid for at the contract price for “earth -<span class='pageno' id='Page_23'>23</span>filling.” The price bid for “earth excavation” will be paid for all -material excavated above the sub-grade, measured in place on the -street, which price includes the cost of disposing of the excavated -material, whether as waste or filling, and of trimming and rolling -or ramming the sub-grade, and of making it ready for the pavement -foundation.</p> - -<p class='c007'>After the excavation is completed and the surface neatly trimmed, -the whole area shall be well compacted by rolling with a roller weighing -not less than five tons. Areas inaccessible to the roller shall -be rammed until they are as well compacted as the rolled surface. -When the rolling is completed the surface must be nowhere more -than three-fourths inch below, nor more than three-eighths inch -above the true sub-grade. If, after the rolling is completed and -before the pavement foundation is laid, the surface shall become -disturbed in any way, it must be replaced and properly compacted.</p> - -<p class='c007'>Where the soil composing the sub-foundation is found to be wet -or “springy,” a system of soft tile drains, discharging into the street -drainage system, shall be constructed by the Contractor, as directed -by the Engineer. The tile shall be laid in trenches about one foot -wide and from one to two feet deep. After the tile is in place the -trenches shall be filled with crushed stone or gravel, well compacted -by tamping. The tile will be paid for per linear foot at the contract -price for the same, which price shall include the cost of excavating -and refilling the trenches with crushed stone.</p> - -<h4 class='c014'>PAVEMENT FOUNDATION</h4> - -<p class='c015'><strong>27.</strong> Pavement foundation shall consist of hydraulic concrete, -or of old pavement stone relaid, or of broken stone or gravel, as -may be herein specified, constructed upon the sub-grade.<a id='r6'></a><a href='#f6' class='c016'><sup>[6]</sup></a></p> - -<div> - <span class='pageno' id='Page_24'>24</span> - <h4 class='c014'>HYDRAULIC CONCRETE FOUNDATION</h4> -</div> - -<p class='c015'><strong>28. Concrete.</strong>—Concrete shall be composed of Portland cement, -sand, broken stone and water.</p> - -<p class='c007'><strong>29. Portland Cement.</strong><a id='r7'></a><a href='#f7' class='c016'><sup>[7]</sup></a>—Portland cement shall be defined as the -<span class='pageno' id='Page_25'>25</span>pulverized product resulting from the calcination to incipient fusion -of an intimate mixture of properly proportioned argillaceous and -calcareous materials, and to which no addition greater than three -per cent. has been made subsequent to calcination.</p> - -<p class='c007'><strong>Specific Gravity.</strong>—The specific gravity of the dry cement at a -temperature of two hundred and twelve (212) degrees F. shall not -be less than 3.10.</p> - -<p class='c007'><strong>Fineness.</strong>—It shall be pulverized to such fineness that not more -than eight (8) per cent. shall fail to pass a number one hundred -(100) sieve and not more than twenty-five (25) per cent. shall fail -to pass a number two hundred (200) sieve.</p> - -<p class='c007'><strong>Time of Setting.</strong>—At the temperature of sixty (60) degrees F. -mortar made of neat cement shall not begin to set in less than thirty -(30) minutes, nor set hard in less than one hour, but must set hard -within ten (10) hours.</p> - -<p class='c007'><strong>Strength.</strong>—When thoroughly mixed dry with clean, sharp, moderately -coarse sand, in the ratio by weight of one part cement to -three parts of sand, and then made into stiff mortar, briquets -made from this mortar and exposed for one day to moist air and -immersed in water for the balance of the periods named below, -<span class='pageno' id='Page_26'>26</span>shall develop a tensile strength per square inch not less than the -following:</p> - -<table class='table1'> - <tr> - <td class='c009'>In seven days</td> - <td class='c017'>175 pounds.</td> - </tr> - <tr> - <td class='c009'>In twenty-eight days</td> - <td class='c017'>250 pounds.</td> - </tr> -</table> - -<p class='c007'><strong>Constancy of Volume.</strong>—When subjected to standard tests for -constancy of volume, the cement shall show no tendency to swell -or crack.</p> - -<p class='c007'><strong>Composition.</strong>—The cement shall not contain more than one and -three-fourths (1.75) per cent. of anhydrous sulphuric acid, nor more -than four (4) per cent. of magnesia.</p> - -<p class='c007'><strong>Tests.</strong>—Cement tests shall be conducted in accordance with the -methods recommended by the “Committee on Uniform Tests of -Cement” of the American Society of Civil Engineers.</p> - -<p class='c007'><strong>Conditions.</strong>—All cement shall be supplied in original packages -with the brand of the manufacturer marked on each package. It -shall be protected during transportation from rain and moisture. -It shall be delivered upon the work at least ten (10) days (exclusive -of Sundays and holidays) before it is to be used, in order to -allow of proper inspection, and the contractor shall furnish all -necessary facilities for such inspection. Brands of cement without -established good reputation, or not heretofore used in the City of ... may be rejected; or they will be accepted -only after they satisfactorily pass the 28–day test. Rejected cement -must be at once removed from the street.</p> - -<p class='c007'><strong>30. Sand.</strong>—Sand for concrete shall be composed of grains not -softer than hard limestone. It shall be moderately coarse and -preferably made up of grains of varying size producing a mass with -low percentage of voids. It shall not contain, in all, more than -seven (7) per cent. by volume of clay, loam, mica scales, silt, or other -objectionable inorganic matter, nor more than one (1) per cent. of -organic matter.</p> - -<p class='c007'><strong>31. Broken Stone.</strong>—Broken stone for concrete shall be of hard and -sound limestone or other stone equally hard and durable, broken to -a roughly cubical form. It shall be screened through efficient -revolving screens, and only such fragments as have passed through -circular screen openings two and one-half (2½) inches in diameter, -shall be used. If the crushed dust and fine fragments be not -screened out, the stone must be so handled that the fine material -<span class='pageno' id='Page_27'>27</span>will be evenly distributed through the mass when it reaches the -concrete platform or mixer.<a id='r8'></a><a href='#f8' class='c016'><sup>[8]</sup></a></p> - -<p class='c007'><strong>32. Water.</strong>—Water used for concrete shall be fresh, and reasonably -clean.</p> - -<p class='c007'><strong>33. Care and Handling of Concrete Material.</strong>—Cement must -not be allowed to become wet or damp. It shall be stored until -used, whether in storehouses or on the street, so that no part of the -packages shall be nearer than four (4) inches to the ground or pavement, -and shall be effectually covered so that rain cannot reach it. -Sand and stone, if stored on the street, shall be on lumber floors.<a id='r9'></a><a href='#f9' class='c016'><sup>[9]</sup></a> -The stone shall be thoroughly wetted a sufficient time before being -placed in the concrete to allow any surplus water to drain away, -but shall remain moist where it reaches the concrete platform or -mixer.</p> - -<p class='c007'><strong>34. Ratio of Concrete Materials.</strong>—Concrete will be composed of -one part Portland cement, ... parts of sand and ... parts of broken stone, and the proper quantity -of water, all measured by volume.<a id='r10'></a><a href='#f10' class='c016'><sup>[10]</sup></a> The unit of measurement shall -<span class='pageno' id='Page_28'>28</span>be the barrel of cement which shall be considered as containing four -(4) cubic feet. The materials shall each be measured in such manner -and with such accuracy that the quantities used will not vary more -than seven (7) per cent. from the quantities required in the ratio -named above for each batch of concrete.</p> - -<p class='c007'><strong>35. Mixing Concrete.</strong>—If mixed by hand, concrete shall be mixed -on platforms of iron or wood of sufficient size to admit of proper -manipulation of the concrete. The sand shall be first spread evenly -over the platform and the cement evenly distributed over the sand. -These two materials shall then be mixed dry until a uniform and -homogeneous mixture is secured. Sufficient water shall then be -added and the mixing resumed and continued until a mortar of -uniform consistency and texture is produced and distributed in an -even layer over the platform. The stone shall then be distributed -over the mortar and mixed therewith until the mortar is evenly -distributed through the mass and every fragment of stone is well -coated with mortar, sufficient additional water being added as -the mixing progresses to produce a rather wet, but not sloppy, -concrete.<a id='r11'></a><a href='#f11' class='c016'><sup>[11]</sup></a> Machine mixing of concrete will be preferred, provided -<span class='pageno' id='Page_29'>29</span>the machine used secures equal accuracy in the ratios of materials -and equally as good mixing as prescribed above for hand-mixing. -Machine-mixed concrete must be delivered from the machine upon -a wood or metal platform, or directly into barrows.</p> - -<p class='c007'><strong>36. Placing the Concrete.</strong>—Concrete shall be placed on the sub-grade -in such a manner as to prevent as far as possible the separation -of the mortar from the stone. It shall be evenly distributed in a -single horizontal layer of such depth that, after ramming, it will be -not less than ... inches thick. Immediately after being -so placed it shall be well rammed until a compact mass is produced -with its upper surface parallel to and ... inches -below the pavement datum. Depressions that may appear -during the ramming may be filled with concrete of the same -composition as used for the foundation, except that smaller-sized -stone shall be used; mortar alone must not be used for this -purpose, nor shall the upper surface of the concrete be plastered -with mortar. The surface of the concrete shall not be broomed or -troweled.<a id='r12'></a><a href='#f12' class='c016'><sup>[12]</sup></a></p> - -<p class='c007'><strong>37. Setting of Concrete.</strong>—After the concrete is completed it -shall remain undisturbed until it be firmly set. The time allowed -for setting shall not be less than five days, and as much longer as, -in the judgment of the Engineer, may be necessary, depending -upon the temperature of the weather and the setting qualities of -the cement. During this period no hauling or traveling over the -concrete must be permitted unless its surface be first protected by -a covering of plank. The Contractor shall, if necessary, keep the -concrete moist by wetting it, with hose, or otherwise, until -twenty-four (24) hours before it is to be covered with the pavement -surface.</p> - -<p class='c007'><strong>38. Measurement of Concrete.</strong>—Concrete will be measured and -computed in cubic yards as found completed on the street, the thickness -<span class='pageno' id='Page_30'>30</span>being taken as ... inches. The contract price -for concrete foundation covers the cost of providing all the materials -required, making, placing and ramming the concrete, and keeping -it moist for the necessary period.</p> - -<h4 class='c014'>FOUNDATION OF OLD PAVING STONE</h4> - -<p class='c015'><strong>39.</strong> Foundations made of old stone paving blocks shall be constructed -as follows:</p> - -<p class='c007'>Upon the sub-grade prepared as specified in Section 26, shall be -spread a layer of good sand to an even depth of one and one-half -(1½) inches. The paving blocks, whether taken up from the street -to be paved, or brought from other streets or storage yards, shall -be cleaned of all adhering earth, dirt and street refuse. The blocks -shall then be set on the bed of sand, on edge, perpendicular to -the grade, with their long dimension at right angles to the line of the -street, in courses composed of stones of the same width, extending -entirely across and at right angles to the axis of the street. Stones -in adjoining courses shall break joint at least two inches. Joints -between courses or stones, or along the curbstones, shall not exceed -one inch in width. The stone shall be fitted closely around manholes -or other structures in the street. The stones shall be so set -in the bed of sand that after being rammed as hereafter specified, -their tops shall be at the proper grade. After being thus set in -place the stone shall be rammed with paving rammers having -wooden faces and weighing not less than thirty (30) pounds, so as -to force each stone to a good bearing in the sand below, and to -bring its top to a uniform grade, parallel to and ... -inches below the pavement datum. No stone shall project more -than one-fourth (¼) inch above the proper grade, and stones -whose tops, after ramming, are more than one-half (½) inch below -such grade, shall be raised, additional sand placed under them, and -reset and re-rammed to the proper grade and bearing. After the -ramming shall have been completed, the joints between the stones -shall be filled with mortar. The mortar shall be composed of Portland -cement and sand, complying with the specifications for these -materials in Sections 29 and 30. One part of cement and three -parts of sand, by volume, shall be thoroughly mixed dry, and then -made into mortar with sufficient quantity of water to produce a -mortar of such consistency that it will just flow freely into the joints -between the stones. All the joints between the stones must be -<span class='pageno' id='Page_31'>31</span>completely filled with this mortar before it has begun to set. The -mortar filling shall be brought even with, but not above, the tops -of the stones. After the filling is thus completed, the foundation -must stand undisturbed until the mortar shall have set firmly, in -no case less than five days. The mortar must be kept moist during -the period allowed for setting.<a id='r13'></a><a href='#f13' class='c016'><sup>[13]</sup></a></p> - -<p class='c007'>Old stone foundation will be measured in square yards, in place -after completion. The contract price includes the cost of handling -and cleaning the stone, supplying and placing the bed of sand, setting -and ramming the stone, supplying the materials for, making and -placing the mortar in the joints and watering the street while the -mortar is setting. Where stone is procured from other streets, or -from storage yards, the Contractor will be required to load, haul -and unload them, and will be allowed for this service a price of ... cents per cubic yard for loading and unloading, plus ... -cents per cubic yard for each one-half mile, or fraction thereof, over -which they are hauled by the nearest practicable route, the measurement -to be made after the stone is set in the street, without -deduction for joints.</p> - -<p class='c007'><strong>40. Broken Stone Foundation.</strong>—The sub-grade for broken stone -foundation shall be prepared as specified in Section 26, except that -<span class='pageno' id='Page_32'>32</span>the rolling may be omitted at the option of the Contractor. The -broken or crushed stone shall be of hard, durable stone. The -foundation shall have an aggregate thickness of ... inches and -shall be constructed in two courses, as follows:</p> - -<p class='c007'>The broken stone used in the first course shall be of such size -that it will all pass through a screen having openings three (3) -inches in diameter, and will all be retained on a screen having -openings one (1) inch in diameter. This stone shall be evenly -spread over the sub-grade to such a thickness that after being -thoroughly consolidated by rolling, its upper surface shall be three-fourths -inch below, and parallel to the surface of the foundation -when completed. It shall then be rolled with a road-roller weighing -not less than ten (10) tons until the stone is thoroughly compacted.</p> - -<p class='c007'>The second course, composed of screenings, all of which shall -have passed through a screen with openings one inch in diameter, -shall then be spread over the first course and well raked into the -voids of the first course. It shall then be thoroughly wetted, and -shall be rolled with the ten-ton roller until the fine stone is driven -into the interstices of the first course and the whole thoroughly -consolidated, the wetting being repeated while the rolling continues. -Additional screenings shall be added and rolled in where necessary -to bring the surface to the proper elevation. When completed, the -top surface of the foundation shall be ... inches below, -and parallel to the pavement datum. No part of the upper surface -of the completed foundation shall project more than one-fourth (¼) -inch above, nor shall it be more than one-half (½) inch below the -grade and contour above specified.</p> - -<p class='c007'>Gravel of a quality satisfactory to the Engineer may with his -written consent be substituted for broken stone. If of assorted -sizes, such as will compress into a mass having not more than thirty -(30) per cent. of voids, the foundation may be constructed in a -single layer, graded, watered and rolled, as prescribed above for -broken stone.<a id='r14'></a><a href='#f14' class='c016'><sup>[14]</sup></a></p> - -<p class='c007'><strong>41. Measurement.</strong>—Broken stone and gravel foundation will be -measured and computed by the cubic yard in the street as completed, -without any allowance for consolidation by the roller or for settlement -into the sub-grade, the thickness being taken as ... -<span class='pageno' id='Page_33'>33</span>inches. The contract price for it shall cover the cost of -supplying the material, placing it on the street, and grading, -watering and rolling it.</p> - -<h3 class='c003'>SHEET ASPHALT PAVEMENT</h3> - -<p class='c006'><i>Note.</i>—A number of distinct varieties of asphalt are now used for -asphalt pavements, either alone or mixed. These different varieties differ -from each other quite widely in their physical and chemical properties. -Thus, in the form called “refined asphalt” some of their properties are -shown by the following table, the data for which is taken from the second -edition of Richardson’s “The Modern Asphalt Pavement.”</p> - -<table class='table1'> - <tr><th class='c008' colspan='6'>COMPARATIVE PROPERTIES OF DIFFERENT REFINED ASPHALTS</th></tr> - <tr> - <td class='bbt c009'> </td> - <td class='bbt c018'> </td> - <td class='bbt c018'> </td> - <td class='bbt c018'> </td> - <td class='bbt c018'> </td> - <td class='bbt c017'> </td> - </tr> - <tr> - <th class='bbt c009'></th> - <th class='bbt c019'>Trinidad, average</th> - <th class='bbt c019'>Bermudez, average of two samples</th> - <th class='bbt c019'>Maracaibo, average of six samples</th> - <th class='bbt c019'>Calif. “D” grade, average of two samples</th> - <th class='bbt c020'>Gilsonite, average of two samples</th> - </tr> - <tr> - <td class='c009'>Softens, degrees F.</td> - <td class='c018'>180</td> - <td class='c018'>165</td> - <td class='c018'>225</td> - <td class='c018'>132</td> - <td class='c017'>280</td> - </tr> - <tr> - <td class='c009'>Flows, degrees F.</td> - <td class='c018'>190</td> - <td class='c018'>175</td> - <td class='c018'>236</td> - <td class='c018'>151</td> - <td class='c017'>300</td> - </tr> - <tr> - <td class='c009'>Penetration at 78° F.</td> - <td class='c018'>7</td> - <td class='c018'>24</td> - <td class='c018'>21</td> - <td class='c018'>48</td> - <td class='c017'>0</td> - </tr> - <tr> - <td class='c009'>Loss, heated to 325° for 7 hours, %.</td> - <td class='c018'>1.1</td> - <td class='c018'>3.7</td> - <td class='c018'>3.2</td> - <td class='c018'>1.7</td> - <td class='c017'>1.6</td> - </tr> - <tr> - <td class='c009'>Loss, heated to 400° for 7 hours, %.</td> - <td class='c018'>4.0</td> - <td class='c018'>8.8</td> - <td class='c018'>5.5</td> - <td class='c018'>7.1</td> - <td class='c017'>2.6</td> - </tr> - <tr> - <td class='c009'>Bitumen soluble in CS<sub>2</sub>.</td> - <td class='c018'>56.5</td> - <td class='c018'>95.5</td> - <td class='c018'>93.9</td> - <td class='c018'>99.3</td> - <td class='c017'>99.4</td> - </tr> - <tr> - <td class='c009'>Inorganic, other than bitumen.</td> - <td class='c018'>36.5</td> - <td class='c018'>2.2</td> - <td class='c018'>2.9</td> - <td class='c018'>0.3</td> - <td class='c017'>0.5</td> - </tr> - <tr> - <td class='c009'>Bitumen soluble in naphtha.</td> - <td class='c018'>35.6</td> - <td class='c018'>65.6</td> - <td class='c018'>51.1</td> - <td class='c018'>69.6</td> - <td class='c017'>47.2</td> - </tr> - <tr> - <td class='c009'>Bitumen sol. in carbon tetra-chloride.</td> - <td class='c018'>98.7</td> - <td class='c018'>99.0</td> - <td class='c018'>93.2</td> - <td class='c018'>95.7</td> - <td class='c017'>99.8</td> - </tr> - <tr> - <td class='bbt c009'>Fixed carbon.</td> - <td class='bbt c018'>10.8</td> - <td class='bbt c018'>13.7</td> - <td class='bbt c018'>17.2</td> - <td class='bbt c018'>17.6</td> - <td class='bbt c017'>13.2</td> - </tr> -</table> - -<p class='c007'>The practice has been heretofore, and is at the present time, to attempt -to make specifications for asphalt pavements broad enough to include all -<span class='pageno' id='Page_34'>34</span>the various varieties of asphalts, under general requirements which shall -admit these, and any new varieties that may appear on the market -suitable for the purpose, the object being to permit a wide range of competition. -This makes it exceedingly difficult if not impossible to frame -specifications that shall be sufficiently explicit and at the same time -sufficiently broad to admit these several differing materials. This practice -has been adhered to in these specifications, though in this respect they are -far from satisfactory to the author. So long as it continues to be the policy -of cities to admit these various varieties of bitumen under the same -general requirements for crude and refined material, such objectionable -specifications cannot be avoided. Even with the great latitude now -provided they exclude some materials with which good pavements have -been made.</p> - -<p class='c007'>Two remedies for this unsatisfactory condition seem practicable.</p> - -<p class='c007'>1. A city might purchase a sufficient supply of refined asphalt for its -use after asking for proposals under suitable specifications with alternative -requirements for the different varieties on the market, and after bids are -received and the samples accompanying them have been properly examined -in the laboratory, award contracts for a supply of one or more -kinds, as might seem best for the interests of the city. Stocks of these -would be delivered, tested and stored accordingly, in good time for the -season’s work. Specifications for construction with special reference to the -kind of asphalt it is proposed to use could then be prepared, the contractors -to be supplied with asphalt at the city storage yard at a stipulated -price per ton. This plan would possess a number of advantages. A -similar plan is quite commonly in use with reference to hydraulic cement.</p> - -<p class='c007'>2. Specifications might be framed with special reference to the properties -and qualities to be possessed by the <i>asphaltic cement</i>, permitting a liberal -range as to the crude and refined bitumens to be used in manufacturing -this cement. This would be considered, at the present time, a radical -departure from well established custom, but the author sees no reason -why it should not be satisfactorily employed.</p> - -<p class='c007'>A sheet asphalt pavement is composed of two essential elements; a -mineral aggregate made up of sand of assorted sizes and mineral “dust” -and a bituminous cement. When properly compounded, manipulated -and compressed these elements make up a bituminous concrete suitable -for use as a wearing surface for streets and roads.</p> - -<p class='c007'>The character of the sand is important and we have now sufficient -knowledge from experience to specify a sand that will give, approximately, -the best results.</p> - -<p class='c007'>The bituminous cement is, however, the element of most importance, -and upon its suitability for the purpose depends very largely the utility -and durability of the pavements made with it.</p> - -<p class='c007'>It is important that this asphaltic cement shall possess certain properties -and qualities, most of which we are now able to define satisfactorily, but -<span class='pageno' id='Page_35'>35</span>others require further practical and experimental study, and some tests -not now in use would doubtless be desirable.</p> - -<p class='c007'>It is not a matter of importance what particular crude or refined -materials enter into the composition of this cement if the resulting product -is satisfactory in use. The prime requisite is a paving cement that shall -possess in a high degree the chemical and physical qualities required for -making an asphalt pavement of the best quality. If we can devise -standards and tests that will enable us to secure such a cement we need not -be concerned about its antecedents.</p> - -<p class='c007'>It would be well worth while for paving engineers and those who have -laboratory facilities to give attention to this matter. If it shall be found -practicable to define satisfactorily the qualities the cement should possess -without reference to the materials from which it is compounded, a great -advance will have been made, and our asphalt paving specifications -could not only be greatly simplified, but much greater precision and definiteness -secured.</p> - -<p class='c007'>While great advances have been made in the art of building sheet -asphalt pavements and in the framing of specifications for its construction, -too many of the specifications still in use are antiquated, indefinite and -unsatisfactory. Some of these contain requirements that, if literally -enforced, would prevent the attainment of the best results. They are -largely survivals of the time when little was known either practically or -technically of the science and art of constructing the pavements, outside -of the promoters and contractors in the business, who consequently -dictated, in a large measure, the specifications used. City engineers were -compelled to rely largely on the presumption that the guarantee clauses -of the contracts would insure good results, and allowed the contractor -wide latitude in the conduct of the work.</p> - -<p class='c007'>While there is undoubtedly much yet to learn, even by the experts, in -the matter of the materials to be used, a quite satisfactory working basis -has been arrived at, particularly as to the practical side of the work, and -a large mass of data accumulated by study and experience is available to -the municipal engineer, and the services of independent experts is readily -obtainable. There is no longer any good reason, therefore, why the -character of the materials to be used, the methods followed, and the quality -of the work secured should not be quite definitely and fully specified in -the same manner and to the same extent as in the case of other kinds of -pavement and with equally satisfactory results.</p> - -<h4 class='c014'>SPECIFICATIONS</h4> - -<p class='c015'><strong>42. General.</strong>—Asphalt pavement surface shall be laid upon a -foundation of hydraulic cement concrete, or of stone blocks relaid, -over a sub-grade, to be constructed in accordance with Articles 26, -28, 29, 30, 31, 32, 33, 34, 35, 36 and 37.</p> - -<p class='c007'><span class='pageno' id='Page_36'>36</span>Asphalt pavement surface shall be constructed in two courses, -called the base-course and the surface-course. The base-course may -be from one (1) inch to one and one-half (1½) inches thick, and -the surface-course may be from one (1) inch to two (2) inches thick, -as shall be hereafter specified.</p> - -<p class='c007'><strong>43. Crude Asphalt.</strong>—The cementing element in asphalt pavements -shall be prepared from crude native, solid asphalts or from the -proper distillation of crude asphaltic oils.</p> - -<p class='c007'>Crude asphalts as obtained from the mines or natural deposits -shall be properly refined to drive off water and to separate foreign -substances, by melting at a temperature not exceeding four hundred -and fifty degrees F. (450° F.). Crude asphalts of the quality -commonly called “glance pitch” or “iron pitch” which do not -distinctly soften at a temperature of two hundred degrees F. (200° -F.), and detached or deteriorated material from deposits otherwise -acceptable will be rejected.</p> - -<p class='c007'><strong>44. Refined Asphalt.</strong>—Refined asphalt produced from native -crude asphalt shall be free from water and shall not contain an injurious -quantity of light oils or foreign matter. It shall not contain -more than four per cent. (4%) of organic matter nor more than thirty-six -per cent. (36%) of inorganic matter other than bitumen, and not -more than eighteen per cent. (18%) of fixed carbon, and not less than -fifty-five per cent. (55%) of bitumen soluble in cold carbon di-sulphide. -Of the bitumen soluble in carbon di-sulphide not less than -sixty-three per cent. (63%) shall be soluble in Pennsylvania petroleum -naphtha of specific gravity eighty-eight (88) degrees Baume at a -temperature of sixty-five degrees Fahrenheit (65° F.) and not less -than ninety-eight per cent. (98%) shall be soluble in chemically pure -carbon tetra-chloride. When exposed for seven hours to a temperature -of three hundred and twenty-five degrees F. (325° F.) in a shallow -dish the bottom of which is covered with bitumen to a depth of -three-fourths (¾) inch, the refined asphalt shall not lose more than -five per cent. (5%) by evaporation.</p> - -<p class='c007'>Asphalts that are injuriously affected, in the pavement, by water -(to be determined by the test immediately hereinafter described), -shall not be used except under the conditions specified in Section 45. -Cylinders made from the surface mixture it is proposed to use, one -(1) inch in diameter and two (2) inches long, compressed to a -density of two and one-tenth (2.1), when immersed forty-five -(45) days in ten (10) times their volume of rain-water, shall retain a -sound surface, unchanged and uncorroded by the action of the water.</p> - -<p class='c007'><span class='pageno' id='Page_37'>37</span>Refined asphalts resulting from the distillation of crude asphaltic -oils will not be accepted unless the distillation shall have been effected -by the use of suitable apparatus, at a temperature not exceeding -seven hundred (700) degrees F. The bitumen must not be over-distilled -and “cut back” by adding oil. The product, to be acceptable, -shall possess the following qualities: It shall melt and flow at -a temperature not below one hundred and forty (140) degrees F., but -below a temperature of one hundred and eighty (180) degrees F., -and when tested in the standard New York State closed oil-testing -apparatus shall not flash at a temperature below four hundred and -fifty (450) degrees F. When exposed in a shallow dish, the bottom -of which is covered to a depth of three-fourths (¾) inch with the -bitumen, to a temperature of four hundred (400) degrees F., for -seven (7) hours, it shall not lose by evaporation more than seven (7) -per cent. by weight. Not less than ninety-eight (98) per cent. shall -be soluble in cold carbon di-sulphide, and not less than sixty-five -(65) per cent., nor more than seventy-five (75) per cent. of the -bitumen shall be soluble in cold Pennsylvania naphtha of gravity -eighty-eight (88) degrees Baume. Not less than ninety-nine (99) -per cent. of the bitumen shall be soluble in carbon tetra-chloride, -and it shall not contain more than sixteen (16) per cent. of fixed -carbon.<a id='r15'></a><a href='#f15' class='c016'><sup>[15]</sup></a></p> - -<p class='c007'>Bitumens resulting from destructive distillation or from artificial -oxidation, and bituminous compounds prepared from oil or oil -residuums heated with sulphur or other substances, or coal or gas -<span class='pageno' id='Page_38'>38</span>tars, will not be accepted, nor shall they be mixed with the asphalt -used.<a id='r16'></a><a href='#f16' class='c016'><sup>[16]</sup></a></p> - -<p class='c007'><strong>45.</strong> Asphalts that are injuriously affected by water, and those -whose practical value for making pavements has not been established, -in the judgment of the City, by sufficient experience, will not -be accepted except under such special bond and guaranty provisions -as the City may prescribe.<a id='r17'></a><a href='#f17' class='c016'><sup>[17]</sup></a></p> - -<p class='c007'><strong>46.</strong> Full information as to the source and character of the crude -asphalt and the method of refining it shall be furnished to the -Engineer and verified by such evidence as he may require.</p> - -<p class='c007'><strong>47. Softening or Tempering Agent.</strong>—For softening and tempering -refined asphalt, petroleum residuum oil or liquid asphalt shall be -used. It shall be free from water, coke, and other impurities. Its -specific gravity shall not be below 0.92, nor above 1.04. Its flash -test (determined in the standard New York State closed oil-testing -apparatus) shall not be under three hundred and fifty (350) degrees -F., and when exposed for seven (7) hours to a temperature of three -hundred and twenty-five (325) degrees F., in a shallow open dish, -the bottom of which is covered by the oil to a depth of three-fourths -(¾) inch, it shall not lose more than five (5) per cent. by -evaporation. It shall not contain more than ten (10) per cent. of -paraffine scale.</p> - -<p class='c007'><strong>48. Sand.</strong>—A superior quality of sand will be required and this -must be secured, if necessary, by the admixture of two or more sands. -The sand shall be silicious and so free from organic matter, mica, -soft grains, and other impurities, that these shall not aggregate -more than two (2) per cent. of the mass. The grains shall, preferably, -be moderately “sharp” or angular, and must be of assorted -sizes so that the voids in the compacted mass of dry sand shall not -<span class='pageno' id='Page_39'>39</span>exceed thirty three (33) per cent. A typical sand, to be approximated -as closely as practicable, will give the following sieve tests, -the sieves being used in the order named:</p> - -<table class='table1'> - <tr> - <td class='c018'>3</td> - <td class='c009'>per cent. of the whole will pass No.</td> - <td class='c017'>200 sieve.</td> - </tr> - <tr> - <td class='c018'>15</td> - <td class='c009'>per cent. of the whole will pass No.</td> - <td class='c017'>100 sieve.</td> - </tr> - <tr> - <td class='c018'>18</td> - <td class='c009'>per cent. of the whole will pass No.</td> - <td class='c017'>80 sieve.</td> - </tr> - <tr> - <td class='c018'>30</td> - <td class='c009'>per cent. of the whole will pass No.</td> - <td class='c017'>50 sieve.</td> - </tr> - <tr> - <td class='c018'>24</td> - <td class='c009'>per cent. of the whole will pass No.</td> - <td class='c017'>30 sieve.</td> - </tr> - <tr> - <td class='c018'>10</td> - <td class='c009'>per cent. of the whole will pass No.</td> - <td class='c017'>10 sieve.</td> - </tr> -</table> - -<p class='c021'>and none will fail to pass the No. 10 sieve.<a id='r18'></a><a href='#f18' class='c016'><sup>[18]</sup></a></p> - -<p class='c007'><strong>49. Pulverized Stone.</strong>—This may consist of limestone or other -sound stone or sand, pulverized to such fineness that the whole will -pass the No. 50 sieve, not more than ten (10) per cent. will be retained -on the No. 100 sieve, and at least seventy (70) per cent. of it -will pass the No. 200 sieve. Portland cement may be partly -substituted for pulverized stone, where the Engineer shall so direct.<a id='r19'></a><a href='#f19' class='c016'><sup>[19]</sup></a> -Portland cement thus used will be paid for at the price bid per barrel -for the same, in addition to the price paid per square yard for the -pavement surface. The pulverized material must be thoroughly -dry when used.</p> - -<p class='c007'><strong>50. Asphaltic Paving Cement.</strong>—Asphalt Paving Cement shall be -prepared from the refined asphalt described in Sect. 44 and the -tempering agent described in Sect. 47. The refined asphalt, together -with the asphalt in the tempering agent, shall constitute not less -than sixty per cent. (60%) of the asphaltic cement.</p> - -<p class='c007'>The refined asphalt and the tempering agent shall be mixed and -<span class='pageno' id='Page_40'>40</span>melted together at a temperature not below two hundred and seventy-five -degrees F. (275° F.), and not above three hundred and twenty-five -degrees Fahrenheit (325° F.), and thoroughly incorporated by -agitation until a homogeneous cement is produced. The agitation -shall be continued until the cement is used.</p> - -<p class='c007'>The asphaltic cement at a temperature of seventy-seven degrees -F. (77° F.) shall be of such consistency as to show a penetration of -from forty to eighty hundredths of a centimeter, as the engineer -may direct for each street, when tested with the standard Dow -penetration apparatus, using a number two cambric needle loaded -with one hundred grams. When a cement of a consistency satisfactory -to the engineer has been produced and approved for any -street a sample of it shall be kept as a standard and all subsequent -batches or kettles must be made to conform thereto, suitable apparatus -and tests being employed to determine the correspondence -of each new batch with the standard.<a id='r20'></a><a href='#f20' class='c016'><sup>[20]</sup></a> The asphaltic cement when -at its melting temperature shall be so viscous that it will draw out -into moderately long fine threads which shall be free from lumps -or raggedness and shall possess satisfactory adhesive and cementitious -qualities.<a id='r21'></a><a href='#f21' class='c016'><sup>[21]</sup></a></p> - -<p class='c007'><strong>51. Composition and Preparation of Asphalt Surface Mixture.</strong>—The -surface-course shall be composed of the materials specified in -Sections 43, 44, 45, 46, 47, 48, 49, and 50 mixed in such ratios by -weight as the Engineer may direct or approve. A typical mixture -will contain:</p> - -<table class='table1'> - <tr><td class='c008' colspan='2'><span class='pageno' id='Page_41'>41</span></td></tr> - <tr> - <td class='c009'>Sand</td> - <td class='c011'>100.0 lbs.</td> - </tr> - <tr> - <td class='c009'>Pulverized mineral matter passing No. 200 screen, including that found in the paving cement</td> - <td class='c011'>17.5 lbs.</td> - </tr> - <tr> - <td class='c009'>Pure bitumen (in paving cement)</td> - <td class='c011'>13.5 lbs.</td> - </tr> -</table> - -<p class='c021'>But the quantities of pulverized stone and of asphaltic cement shall -be varied as may be found necessary or desirable by the Engineer -to suit the purity of the asphaltic cement, the character of the sand, -the climatic conditions, and the varying quantity and character of -travel on the street to be paved; and Portland cement may be substituted -partly or wholly for the pulverized stone, when directed -by the Engineer. The surface-course mixture shall be submitted -to the Engineer and approved by him before any is laid upon the -street.</p> - -<p class='c007'>The mixing shall be accomplished in a mechanical mixing -apparatus capable of rapidly and effectually incorporating the materials -together, and each batch must remain in the mixer a sufficient -length of time to effect a perfect mixture. The sand shall be -separately heated and shall reach the mixing apparatus at a temperature -not above three hundred and fifty (350) degrees F., nor -below three hundred and twenty (320) degrees F. The pulverized -stone shall be at such a temperature that when mixed with -the sand the temperature of the mixed mass shall not be above -three hundred and fifty (350) degrees F., nor below three hundred -and twenty (320) degrees F. The sand shall be first placed -in the mixer, followed by the pulverized stone, and these two -materials shall be thoroughly mixed together before the asphaltic -cement is added. The asphaltic cement at a temperature not above -three hundred and fifty (350) degrees, nor below three hundred -(300) degrees F. shall then be added in such a way as to evenly -distribute it over the sand and pulverized stone, and the mixing -continued until the materials are thoroughly incorporated into a -perfectly uniform and homogeneous mass, with the grains of sand -completely covered with cement. Suitable thermometers shall be -constantly used to determine the temperatures specified herein. -Great care must be taken to accurately weigh and proportion the -materials charged into the mixer.<a id='r22'></a><a href='#f22' class='c016'><sup>[22]</sup></a></p> - -<p class='c007'><span class='pageno' id='Page_42'>42</span><strong>52. Stone for Base-course.</strong>—Stone screenings for base-course -shall be of crushed, hard, durable stone. The portion used shall -all be retained upon a No. 8 sieve, or screen, and shall all pass a -screen having square meshes, the linear dimensions of the openings -in which are one-half (½) inch less than the thickness of the -base-course.</p> - -<p class='c007'><strong>53. Composition of Base-course.</strong>—The base-course shall be -composed of the crushed stone specified in Section 52, mixed with -the asphaltic cement, sand and pulverized stone specified in Sections -50, 48 and 49, but the asphaltic cement shall be of such hardness as -the engineer may direct.</p> - -<p class='c007'>A typical base-course mixture will be composed as follows:</p> - -<table class='table1'> - <tr> - <td class='c009'>Crushed stone</td> - <td class='c018'>100</td> - <td class='c020'>lbs.</td> - </tr> - <tr> - <td class='c009'>Sand</td> - <td class='c018'>42</td> - <td class='c020'>lbs.</td> - </tr> - <tr> - <td class='c009'>Pure bitumen (in asphaltic cement)</td> - <td class='c018'>7</td> - <td class='c020'>lbs.</td> - </tr> - <tr> - <td class='c009'>Pulverized stone</td> - <td class='c018'>7½</td> - <td class='c020'>lbs.</td> - </tr> -</table> - -<p class='c021'>But the mixture shall be such that when placed on the street and -compressed by the roller the mass shall be dense and the voids in -the stone completely filled; and to accomplish this the quantity of -crushed stone used in the mixture may be increased or decreased, -as the volume of its voids may require, in order that they may be -completely filled.<a id='r23'></a><a href='#f23' class='c016'><sup>[23]</sup></a></p> - -<p class='c007'><strong>54. Mixing the Base-course.</strong>—The materials for the base-course -shall be heated and mixed in the same general manner as prescribed -for the surface-course (Sect. 51), the crushed stone being delivered -first in the mixer. The temperature of the mixture as it comes -from the mixer being not above three hundred and twenty-five -(325) degrees F., nor below three hundred (300) degrees F.</p> - -<p class='c007'><strong>55. Laying Asphalt Pavement, General.</strong>—Asphalt pavement -must not be laid except when the surface upon which it is to be placed -<span class='pageno' id='Page_43'>43</span>is dry; nor when the temperature of the air is below thirty-two (32) -degrees F., or, if a strong wind prevails, when the temperature of -the air is below forty (40) degrees F.</p> - -<p class='c007'>The pavement mixture, whether for base- or surface-course, -shall be taken to the street as soon after it leaves the mixer as practicable. -When the temperature of the air is below seventy (70) -degrees F., the loaded vehicles conveying the mixture to the street -shall be covered by canvas covers to prevent the escape of heat. -When unloaded upon the street, the temperature of the mass should -not be below two hundred and eighty (280) degrees F., and any -load or portions of a load found under two hundred and forty (240) -degrees F. must be rejected. After being unloaded on the street, -the mixture must be shoveled into place in such a manner that the -whole of it will be moved from the pile into which it was unloaded.</p> - -<p class='c007'><strong>56. Laying the Base-course.</strong>—The base-course will have an -average thickness of one and one-quarter (1¼) inches after compression. -It shall be laid directly upon the pavement foundation, which -must be free from all loose fragments and rubbish and be swept clean -in advance of the application of the base-course. The base-course -mixture shall be spread upon the foundation and evenly and regularly -graded to such a depth that after compression by the roller -its surface will be ... inches below, and truly parallel -to, the pavement datum.</p> - -<p class='c007'>Great care must be taken in handling, spreading and grading -the mixture to maintain the uniform admixture of the crushed stone -throughout the mass. The rakes used must have tines wide apart, -and the back of the rake must be principally used for grading. -Immediately after being graded, and while still hot, the base-course -shall be rolled with an asphalt roller weighing not less than five -tons, the rolling being continued until no further compression takes -place.</p> - -<p class='c007'>The base-course must not be laid more than one day’s work in -advance of the surface-course.</p> - -<p class='c007'>When the base-course is completed it must present a uniform -appearance and texture over the whole surface, which must conform -so truly to the designed grade and contour that a twelve-foot template, -when applied, will show no departure from the true surface -greater than one-quarter (¼) inch.</p> - -<p class='c007'><strong>57. Laying the Surface-course.</strong>—In delivering the surface-course -mixture upon the base-course, care must be taken not to -break or disturb the latter. Any breaks made in the base-course -<span class='pageno' id='Page_44'>44</span>must be so repaired, before the surface-course is spread, as to be -equal in density and surface to the adjoining base.</p> - -<p class='c007'>Before the surface-course is spread the base-course must be -thoroughly cleaned and all rubbish, loose material and street dirt -removed.</p> - -<p class='c007'>The material for the surface-course shall be so evenly spread -and graded with asphalt rakes that after it is properly compacted -by rolling, the surface will coincide with the pavement datum -within the limits named below. In grading the material, all lumps -must be broken up and the whole reduced to a finely comminuted -mass of equal density throughout. Directly after being so graded -it shall be rolled with a hand-roller, or light steam-roller, to partly -compress the material, and, when so directed by the Engineer, the -surface shall then be ironed with smoothing irons heated to a temperature -that will melt, but not burn, the asphaltic cement. A -thin layer of hydraulic cement, just sufficient to prevent adhesion -between the material and the roller, shall then be swept over the -surface, which shall at once be thoroughly rolled with a ten-ton -asphalt roller until the material shall be thoroughly compressed -and its surface be brought to the exact grade and contour designed -for the street surface. The work of the ten-ton steam-roller must -begin before the material has cooled below two hundred (200) -degrees F., and be continued until the roller makes no further -impression upon the surface. The first course of the heavy rolling -shall be parallel to the street beginning at the curb and working -toward the center on each side, after which it should be diagonally -rolled, and also cross-rolled if the width of the street permits.<a id='r24'></a><a href='#f24' class='c016'><sup>[24]</sup></a> Any -portions of the surface not accessible to the roller shall be tamped -with hot tampers until compacted equally with the rolled portion. -When completed, the surface shall have an average thickness of ... inches and must be so free from waves or irregularities -that a template not less than twelve feet long, when applied -to the street surface shall nowhere show a divergence from the -designed true surface of more than three-sixteenths (³⁄₁₆) inch, -and a template sixteen (16) feet long applied to the gutters shall -show no divergence from the true gutter grade greater than one-eighth -(⅛) inch.</p> - -<p class='c007'><span class='pageno' id='Page_45'>45</span>Before the surface-course is placed, all exposed surfaces of curbs, -crosswalks, manholes, etc., with which the surface-course will -be in contact, must be well painted with hot paving cement or -approved pitch. The street shall not be opened to travel until the -pavement has become cold and hard.</p> - -<p class='c007'><strong>58. Street Railroad Tracks.</strong>—Where railroad tracks exist on the -streets, the sub-grade and the pavement foundation shall extend -under the tracks, uninterrupted except by the ties and other structures -connected with the track. Where concrete foundation is used, -special care must be taken with the concrete directly under or around -the rails, and concrete made of fine crushed stone and a higher ratio of -cement and sand may be required in contact with the rail. The -concrete must be thoroughly tamped under and against the rail.</p> - -<p class='c007'>The asphalt surface shall be laid directly against the rails, which, -if their temperature be under fifty (50) degrees F., shall be heated -by suitable appliances to a temperature of, or above, sixty (60) -degrees F. immediately before the asphalt material is placed around -the rail. The hot asphalt material must be thoroughly tamped -against and along the rail and under any projecting portions of it, -and the surface of the pavement must be even with, or slightly -(not more than one-eighth (⅛) inch) above the top of the rail. -Slot-rails will be treated in the same manner, subject to such modifications -as their forms may necessitate.<a id='r25'></a><a href='#f25' class='c016'><sup>[25]</sup></a></p> - -<p class='c007'><strong>59. Plant.</strong>—The plant for making asphalt paving mixtures must -<span class='pageno' id='Page_46'>46</span>be of approved modern design, adapted to do the work properly, and -equipped with efficient machinery. It shall be of sufficient capacity -to turn out at least twelve hundred square yards of pavement surface -daily without crowding. Weighing and measuring devices shall be -accurate and adapted to the purpose, and must be frequently tested -and adjusted. Each plant must be supplied with the apparatus -necessary to make all determinations and tests required at the plant -to properly conduct the work in accordance with these specifications. -Steam-rollers must be properly balanced and the rolling surface -must be true and smooth. All the street tools used must be of -approved kind and quality and must be kept in good working order.</p> - -<h3 class='c003'>ASPHALT BLOCK PAVEMENT</h3> - -<p class='c006'><strong>60. Sub-grade.</strong>—The sub-grade for asphalt block pavement shall -be prepared as specified in Sect. 26 of these specifications.</p> - -<p class='c007'><strong>61. Foundation.</strong>—The foundation for asphalt block pavement -shall be hydraulic concrete or broken stone.<a id='r26'></a><a href='#f26' class='c016'><sup>[26]</sup></a></p> - -<p class='c007'>Concrete foundation shall be constructed in accordance with -Sections 28 to 37 inclusive of these specifications and shall have a -thickness of ... inches.</p> - -<p class='c007'>Broken stone foundation shall be constructed in accordance with -Section 40 of these specifications and shall have a thickness, when -completed of ... inches.</p> - -<p class='c007'><strong>62. Asphalt Blocks.</strong>—Asphalt blocks shall be not less than ten -(10) inches nor more than twelve (12) inches long, not less than -four (4) nor more than six (6) inches wide and not less than two (2) -inches nor more than four (4) inches thick. Blocks for the same -street must be of the same standard size throughout and individual -blocks shall not vary in any dimension more than three-sixteenths -(³⁄₁₆) inch from the standard size. Blocks that are chipped, cracked -or are otherwise defective shall be rejected.</p> - -<p class='c007'><strong>63. Material and Composition.</strong>—Asphalt paving blocks shall be -<span class='pageno' id='Page_47'>47</span>composed of crushed trap rock<a id='r27'></a><a href='#f27' class='c016'><sup>[27]</sup></a> or equally hard and durable rock, -sand, pulverized stone and asphaltic cement.</p> - -<p class='c007'>The crushed rock shall be of such sizes that all will pass a screen -having circular openings one-third (⅓) inch in diameter and that -all will fail to pass a number ten (No. 10) sieve. The stone shall be -freshly crushed, free from foreign substances and clean and bright.</p> - -<p class='c007'>The sand shall be clean and sharp and of such sizes that all will -pass the number ten sieve and not more than five per cent. will pass -the number two hundred sieve. The grain-size of the sand shall -preferably be such that at least fifty per cent. (50%) of it will pass -the number eighty sieve. The screenings from the crushed stone -passing the number ten sieve may be used in place of sand, or -thoroughly mixed with the sand to produce a mass of the above -composition. The pulverized stone shall comply with Section 49 -of these specifications. Portland cement shall be used in place of -not more than ten per cent. of the whole if directed by the engineer, -in which case the Portland cement will be paid for as extra work at -the prevailing market price.</p> - -<p class='c007'>The asphaltic cement shall comply with the requirements of -Sections 43, 44, 45, 46, 47 and 50 of these specifications.</p> - -<p class='c007'><strong>64. Typical Composition.</strong>—A typical composition of the blocks, -which must be complied with as nearly as practicable, is as follows; -(by weight)</p> - -<table class='table1'> - <tr> - <td class='c009'>Bitumen</td> - <td class='c018'> </td> - <td class='c017'>7%</td> - </tr> - <tr> - <td class='c009'>Mineral material passing No.</td> - <td class='c018'>200 sieve</td> - <td class='c017'>13%</td> - </tr> - <tr> - <td class='c009'>Mineral material passing No.</td> - <td class='c018'>80 sieve</td> - <td class='c017'>9%</td> - </tr> - <tr> - <td class='c009'>Mineral material passing No.</td> - <td class='c018'>40 sieve</td> - <td class='c017'>7%</td> - </tr> - <tr> - <td class='c009'>Mineral material passing No.</td> - <td class='c018'>10 sieve</td> - <td class='c017'>28%</td> - </tr> - <tr> - <td class='c009'>Mineral material passing No.</td> - <td class='c018'>3 sieve</td> - <td class='c017'>36%</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'> </td> - <td class='c017'><hr /></td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'> </td> - <td class='c017'>100%</td> - </tr> -</table> - -<p class='c007'><strong>65. Manufacture.</strong>—The crushed rock, sand and pulverized stone -shall be thoroughly mixed together at a temperature not above -three hundred and seventy-five degrees Fahrenheit (375° F.) and -not below three hundred and twenty-five degrees Fahrenheit -(325° F.) and the asphaltic cement, at a like temperature, added -<span class='pageno' id='Page_48'>48</span>and the mixing continued until a perfectly uniform mass is produced, -with every fragment of stone completely coated with cement.</p> - -<p class='c007'>The hot mixture will then be compressed in molds under a pressure -not less than four thousand (4000) pounds<a id='r28'></a><a href='#f28' class='c016'><sup>[28]</sup></a> per square inch, after -which the blocks will be removed from the molds and allowed to -cool, either in the air or in water.</p> - -<p class='c007'>The completed blocks after cooling in air shall have a specific -gravity of not less than 2.5. They shall not absorb, when immersed -in water for twenty-four hours, more than one-half of one per cent. -of water. When tested in the standard rattler for testing paving -brick the average loss by abrasion shall not exceed twelve per cent. -(12%) of their original weight, after 1800 revolutions of the rattler.</p> - -<p class='c007'><strong>66. Laying the Blocks.</strong><a id='r29'></a><a href='#f29' class='c016'><sup>[29]</sup></a>—The foundation shall be first cleaned of -dirt, rubbish or loose material.</p> - -<p class='c007'>When the blocks are four (4) inches or less in depth as laid, they -shall be set upon a bed of mortar made and applied to the foundation -in the following manner:</p> - -<p class='c007'>The mortar shall be composed of Portland cement and sand, -in the ratio of one (1) part cement to three (3) parts of sand, thoroughly -mixed with sufficient water to make a rather soft mortar. -This mortar shall be spread over the foundation, which shall be -previously wetted, in a layer approximately one-half (½) inch -thick and its top graded by the use of templates to a surface at such -depth below, and truly parallel to the pavement datum, that when -the blocks are firmly set in it and rammed their tops will be in the -true grade and contour of the pavement. The mortar shall be made -and spread only as required in the progress of block laying, and any -mortar that has begun to set before the blocks are in place and -rammed, shall be removed and fresh mortar substituted. The blocks -shall be set upon this mortar bed with their longest dimension across -the street, in continuous courses which shall be straight and at right -angles to the axis of the street. The block layers must stand upon -the blocks already laid and not upon the mortar. The blocks and -the courses of blocks shall be set as closely together as practicable. -<span class='pageno' id='Page_49'>49</span>Blocks in adjoining courses must break joint not less than four -inches. Whole blocks only will be used, except as fillers at the ends -of the courses or in fitting the pavement around manholes or other -structures, and where thus used the broken ends of the blocks must -be dressed to make close joints. Unless otherwise permitted, each -course must be laid continuously across the street without interruption -in time. As each course is completed the end joints shall -be forced close together by the use of wedges, levers or mauls. -Upon the completion of every third course, the courses shall be forced -together by placing a timber scantling against the face of the last -course and striking it with a sledge or maul. When the blocks are -thus laid, and before the mortar under them begins to set, they shall -be well rammed to a solid bearing in the mortar with a wooden -street rammer weighing not less than thirty (30) pounds, a two inch -plank ten (10) inches wide and three (3) feet long being interposed -between the block and the rammer and moved about so that the whole -surface shall be covered and rammed. When the ramming is completed, -the top of the blocks must conform so closely to the pavement -datum that when a template or straight-edge is placed upon the -pavement, its surface shall nowhere depart from the true surface -more than three-sixteenths (³⁄₁₆) inch. Blocks, or portions of the -pavement found too high or too low, must be taken up and reset in -fresh mortar to the true grade. When thus completed to the -satisfaction of the Engineer, a layer of one-half (½) inch of fine -dry sand shall be placed over the surface and swept about with -brooms until all joints are completely filled. The remaining sand -shall be removed from the pavement at such time as the Engineer -may direct.</p> - -<p class='c007'>When the depth of the blocks exceeds four (4) inches, they may -be set upon a cushion course of sand, as prescribed for brick pavement, -Section 86, the joints to be filled with sand, as specified above -in this Section.</p> - -<p class='c007'><strong>67. Railroad Tracks.</strong>—Where railroad tracks exist on the street to -be paved, the construction shall be the same as prescribed for -granite block pavement, Section 78.</p> - -<p class='c007'><strong>68.</strong> The street shall not be opened to travel until the mortar -under the blocks shall have become fully set, and in no case under -five days after the blocks are laid.</p> - -<div> - <span class='pageno' id='Page_50'>50</span> - <h3 class='c003'>GRANITE BLOCK PAVEMENT</h3> -</div> - -<p class='c006'><strong>69.</strong> Granite block pavement shall be laid upon a foundation of -hydraulic cement concrete.<a id='r30'></a><a href='#f30' class='c016'><sup>[30]</sup></a></p> - -<p class='c007'><strong>70. Sub-grade and Foundation.</strong>—The sub-grade shall be prepared -as specified in Section 26. The foundation shall be constructed -in accordance with the requirements of Sections 28 to 38 -inclusive.</p> - -<p class='c007'><strong>71. Granite Blocks.</strong>—The blocks shall be made from sound, -durable granite, of uniform texture, composition and hardness -throughout. No outcrop, deteriorated, soft, brittle, or seamy stone -shall be used. If the blocks are obtained from different quarries, -or from different parts of the same quarry where the quality or -appearance of the rock differs, the product of each must be kept -separate and laid together on the street.<a id='r31'></a><a href='#f31' class='c016'><sup>[31]</sup></a></p> - -<p class='c007'>The blocks shall be not less than eight (8) nor more than twelve -(12) inches long, not less than three and one-half (3½) nor more -than four and one-half (4½) inches wide, and not less than four -and three-quarters (4¾) nor more than five and one-quarter -(5¼) inches deep.<a id='r32'></a><a href='#f32' class='c016'><sup>[32]</sup></a> They shall be well-shaped, rectangular, with -full edges and corners. Their tops shall not depart more than one-fourth -(¼) inch from a true plane, and their sides shall be dressed -so that joints between the courses will nowhere exceed three-fourths -(¾) inch wide, and their ends so that end joints shall not exceed -<span class='pageno' id='Page_51'>51</span>one-half (½) inch wide.<a id='r33'></a><a href='#f33' class='c016'><sup>[33]</sup></a> The size of the blocks may be varied -where necessary to fit the pavement against or around bridge stones -or other street structures.</p> - -<p class='c007'><strong>72. Sand Cushion.</strong>—The foundation shall be cleaned of all dirt -and rubbish. There shall then be spread evenly over it a layer of -clean, coarse sand to a uniform depth of one and one-half (1½) -inches.</p> - -<p class='c007'><strong>73. Setting the Blocks.</strong>—The blocks shall be set in this bed of -sand perpendicular to the street surface, with their length at right -angles to the street, in courses extending entirely across the street, -and at right angles to its axis, except at street intersections where -the courses shall be arranged as the Engineer may direct.<a id='r34'></a><a href='#f34' class='c016'><sup>[34]</sup></a> Only -stones of the same width shall be set in the same course. The stones -in each course, and in adjoining courses, shall be set firmly against -each other. The blocks shall be set in the sand bed in such a manner -<span class='pageno' id='Page_52'>52</span>that their bottom surface shall rest evenly upon the sand and -that their tops shall be even with each other and to such an elevation -that after the pavement is rammed, as hereinafter directed, its general -surface shall conform closely to the pavement datum. Stones -in adjoining courses shall break joint not less than three (3) inches.</p> - -<p class='c007'><strong>74. Ramming.</strong><a id='r35'></a><a href='#f35' class='c016'><sup>[35]</sup></a>—After the blocks are set each individual block -shall be thoroughly rammed to give it a firm bearing in the sand -and to bring its top to the prescribed pavement datum. The rammers -used shall have wooden faces not more than four inches in -diameter, and shall weigh not less than thirty (30) pounds. Blocks -or sections of blocks whose tops under the ramming remain above -or sink below the pavement datum shall be taken up and reset so -that after the ramming is completed their tops shall coincide with -the pavement datum.</p> - -<p class='c007'><strong>75. Filling the Joints.</strong><a id='r36'></a><a href='#f36' class='c016'><sup>[36]</sup></a>—After the ramming specified in Sect. 74 -shall have been completed, the joints between the paving blocks -shall be filled in the following manner:</p> - -<p class='c007'>All the joints for a distance of three feet out from the curbstones, -and three contiguous joints continuous across the street, with the -included end joints, at intervals of about fifty (50) feet in the -length of the street, shall be filled with gravel and bituminous -paving cement. The gravel used shall be of such size that all will -pass through a screen having five-eighths (⅝) inch meshes, and -all will be held on a screen having one-fourth (¼) inch meshes. -When used, the gravel must be free from refuse and street dirt. -<span class='pageno' id='Page_53'>53</span>The bituminous paving cement shall be composed by weight of -straight-run coal-tar pitch of the hardness commonly known as -number six, to which has been added and thoroughly mixed, while -both are in a melted condition, twenty per cent. (20%) by weight -of refined Trinidad asphalt, or other asphalt, equal for the purpose, -and twenty per cent. (20%) by weight of Portland cement. These -ingredients must be thoroughly mixed, and kept agitated until -used.<a id='r37'></a><a href='#f37' class='c016'><sup>[37]</sup></a></p> - -<p class='c007'>The joints will first be filled with the gravel, which shall be perfectly -dry, and heated so that when put in the joints it will be at a -temperature of about three hundred (300) degrees F. The paving -cement, heated to a temperature of about three hundred (300) -degrees F., shall be at once, while the gravel is still hot, poured -from a spouted vessel into the joints until the interstices of the gravel -are entirely filled to the surface of the pavement, repouring being -resorted to to accomplish this result whenever necessary.</p> - -<p class='c007'>All the joints in the pavement other than those named above -shall then be completely filled with Portland cement grout, in the -following manner:</p> - -<p class='c007'>The grout shall be composed of equal parts by volume of sand -(Sect. 30) and Portland cement (Sect. 29), a quick-setting cement -being preferred. The sand and cement shall be first thoroughly -mixed dry and then enough water added to make a grout of such -consistency that it will flow like thick cream, and the mixing continued -until a homogeneous mass is produced and until the grout -is applied to the pavement. The grout shall be prepared in water-tight -boxes of a convenient size. Before applying the grout the -pavement shall be thoroughly dampened by sprinkling. The grout -shall be removed from the mixing box and spread over the pavement -with scoop shovels, in two courses, the first being sufficient -to about half fill the joints, and the second, which shall be applied -before the first has begun to set, shall be sufficient to entirely fill -the remaining space in the joints. As the grout is applied to the -pavement it shall be swept about with brooms until it all enters -the joints.</p> - -<p class='c007'><span class='pageno' id='Page_54'>54</span><strong>76. Order of Work.</strong>—The sand bed shall not be put in place more -than fifty (50) feet ahead of the block setters. The ramming and -filling of the joints shall follow closely the block setting, but no ramming -shall be done within less than six (6) feet of the face of the -block setting; and the final joint filling shall be kept completed to -within twenty-five (25) feet of the ramming; except that all the -work rammed during any day shall have the joint filling completed -before the cessation of work on that day. The street shall not be -opened to travel until the grout has thoroughly set.</p> - -<p class='c007'><strong>77. Fitting Paving Around Other Structures.</strong>—The size of blocks -and the width of courses shall, as the block laying approaches bridge -stones, curbs and other structures, or in making closures with other -sections of pavement, be so selected and adjusted that joints not -over three-quarters (¾) inch in width shall result, without breaking -blocks or splitting courses.</p> - -<p class='c007'><strong>78. Street Railroad Tracks.</strong>—Where railroad tracks exist in the -street the paving blocks shall be laid against the rail in the following -manner:</p> - -<p class='c007'>The sub-grade and the pavement foundation shall extend under -the rails uninterrupted except by the ties or other structures connected -with the railroad track. For a distance of sixteen (16) -inches, on each side of the rail, measuring from the center thereof, -there shall be spread on the pavement foundation a layer of mortar -not less than one and one-half (1½) inches thick, composed of one -(1) part of cement and three (3) parts sand, complying with the -requirements of Sections 29 and 30. Upon this layer of mortar shall -be set, against the rail, and on each side of it, selected paving -blocks, securely bedded in the mortar before it shall have begun to -set.<a id='r38'></a><a href='#f38' class='c016'><sup>[38]</sup></a> Alternate blocks shall be long and short so as to break joint -with the blocks of the adjoining pavement. Selected blocks with -well dressed top surfaces shall be used and their tops shall be set -as nearly as practicable at the level of the top of the rail, but not so -high that the car wheels will ride upon them. In setting the blocks -they shall be firmly bedded into the mortar by the use of paving -hammers, but they shall not be thereafter rammed. As the blocks -are set, any space between the paving blocks and the web of the rail -shall be filled with mortar of the quality described above. The -<span class='pageno' id='Page_55'>55</span>placing of these blocks shall not precede by more than ten (10) -feet the block laying on the street. Care must be taken not to -disturb the bedding of these blocks in the laying of the adjoining -pavement, or otherwise. The joints shall be filled with grout as -specified in Sect. 75.</p> - -<p class='c007'>The construction along slot-rails shall be the same as described -above, except that blocks of special size or shape may be required, -as the Engineer may direct.</p> - -<p class='c007'><strong>79. Bridge Stone Crossings.</strong>—Where directed by the Engineer, -the old bridge stone shall be redressed and relaid, as hereinafter -specified for new bridge stone, and shall be moved from the point -where taken up to the point where they are to be relaid, by the -Contractor at his expense.</p> - -<p class='c007'>New bridge stone shall be of the same quality of granite as the -paving blocks and free from imperfections. They shall not be less -than three and one-half (3½) nor more than six (6) feet long, -eighteen (18) inches wide and of a uniform thickness not less than -six (6) nor more than eight (8) inches, but these dimensions may -be varied by the Engineer where necessary to fit the stone into -special locations.</p> - -<p class='c007'>Their top shall be well dressed to a true plane surface not varying -in evenness more than one-quarter (¼) inch. The sides shall be -dressed perpendicular to the face so as to joint closely against the -paving blocks. The ends shall be cut to lines making an angle of -from 60° to 45° with the longitudinal axis of the stones<a id='r39'></a><a href='#f39' class='c016'><sup>[39]</sup></a> and so -dressed and to such a bevel that when set in the curved surface -of the street, the joint between adjoining stones shall not be wider -than three-eighths (⅜) inch from top to bottom.</p> - -<p class='c007'>Bridge stones shall be set in advance of the block laying, over the -concrete street foundation, in a bed of sand or gravel in which they -shall be firmly bedded. Their upper surface shall conform truly -to the pavement datum. They shall be set accurately to the lines -given by the Engineer. Where the crosswalk requires more than -one width of bridge stone, the courses shall be laid parallel to, and -at such distance from each other as the Engineer may direct, and -the space between courses shall be filled with paving blocks laid as -specified for other parts of the street.</p> - -<div> - <span class='pageno' id='Page_56'>56</span> - <h3 class='c003'>BRICK PAVEMENT<a id='r40'></a><a href='#f40' class='c016'><sup>[40]</sup></a></h3> -</div> - -<p class='c006'><strong>80. Sub-grade.</strong>—The sub-grade for brick pavement shall be prepared -in accordance with Sect. 26, and shall be finished to a surface ... inches below and parallel to the pavement datum.</p> - -<p class='c007'><strong>81. Foundation.</strong>—The foundation for brick pavement shall be of -hydraulic concrete<a id='r41'></a><a href='#f41' class='c016'><sup>[41]</sup></a> prepared in accordance with Sections 28 to 37 -inclusive. Its thickness shall be ... inches and its upper -surface shall, when completed, be parallel to and at a depth below -the pavement datum equal to the depth of the brick plus one and -one-fourth (1¼) inches. The surface of the foundation shall not -vary more than one-half (½) inch above or below that depth.</p> - -<p class='c007'><strong>82. Paving Brick.</strong>—The linear dimensions of paving brick may -vary between the following limits: In length, from eight and one-half -(8½) to nine and one-half (9½) inches; in width, from two -and one-fourth (2¼) to three and one-half (3½) inches; in depth, -from four (4) to four and one-eighth (4⅛) inches; but the length -shall not be less than two and one-half (2½) nor more than three -and three-fourths (3¾) times the width.<a id='r42'></a><a href='#f42' class='c016'><sup>[42]</sup></a> The corners shall all -be rounded off to a radius of not less than one-eighth (⅛) nor more -than three-sixteenths (³⁄₁₆) inch. The brick for any one contract -shall be all of the same kind and of the same standard size, and the individual -bricks shall not vary in length more than three-sixteenths -(³⁄₁₆) inch, nor in width more than one-eighth (⅛) inch from the -size adopted as standard. Raised lugs or letters are permissible on -one side of each brick but must not project more than three-sixteenths -(³⁄₁₆) inch from the general surface.<a id='r43'></a><a href='#f43' class='c016'><sup>[43]</sup></a></p> - -<p class='c007'><span class='pageno' id='Page_57'>57</span>The brick must be specially manufactured for paving purposes. -They may be made from shale or from suitable clay. In either case -the material must be thoroughly pulverized, mixed and tempered, -and must be free from lime nodules or other substances that may -disintegrate the brick when immersed in water. The brick shall be -molded in efficient brick machines to a truly rectangular form, free -from cracks, flaws and injurious laminations. After being dried -the brick shall be properly and uniformly burned in down-draft -kilns. Shale brick shall be burned to the point of incipient -fusion or vitrification. After the burning is completed, the brick -shall be allowed to cool with sufficient slowness to insure thorough -annealing.</p> - -<p class='c007'>The completed brick shall be free from flaws, cracks, ragged -corners, and from such distortion or warping as will interfere with -their utility or good appearance in the pavement. Paving brick -shall not be salt-glazed.</p> - -<p class='c007'><strong>83.</strong> The brick shall be subjected to the following tests to determine -their quality:</p> - -<p class='c007'>When broken by the blows of a hammer the brick shall be strong -and tough. The broken surface shall show a homogeneous composition -throughout the broken section, free from flaws, injurious -laminations, nodules and voids, and shall appear to be uniformly -burned from surface to center.</p> - -<p class='c007'>When subjected to the standard “Rattler” test, in accordance -with the rules adopted by the National Paving Brick Manufacturers’ -Association, the average loss in weight shall not exceed eighteen (18) -per cent.<a id='r44'></a><a href='#f44' class='c016'><sup>[44]</sup></a> and the loss in weight of any individual brick in the test -shall not be more than twenty-five (25) per cent. greater than the -average loss of the whole charge.</p> - -<p class='c007'>When subjected to the absorption test, in accordance with the -rules adopted by the National Paving Brick Manufacturers’ Association, -shale bricks shall not absorb more than two (2) per cent. nor -<span class='pageno' id='Page_58'>58</span>less than one-half (½) of one per cent. of their weight of water,<a id='r45'></a><a href='#f45' class='c016'><sup>[45]</sup></a> and -clay bricks shall not absorb more than six (6) per cent. of their -weight of water; the absorption of any individual brick shall not -be more than fifty (50) per cent. greater than the mean absorption -of the whole lot tested.<a id='r46'></a><a href='#f46' class='c016'><sup>[46]</sup></a> Brick that do not successfully pass all these -tests will not be accepted.</p> - -<p class='c007'><strong>84. Samples.</strong>—Where samples of paving brick have been required -and submitted by successful bidders, and tested as described above, -it will be assumed that these samples fairly represent the quality of -the brick to be subsequently supplied for the work, and brick that -do not come up to the standard thus established will not be accepted.</p> - -<p class='c007'><strong>85. Delivering Brick on Street.</strong>—Unless the sidewalks are too -narrow to permit of it, the brick shall all be delivered upon the -street before the foundation is constructed, and neatly piled upon -the outer edge of the sidewalks; occasional openings being left in -the piles for the accommodation of foot passengers. One-half the -brick required shall be thus delivered and piled upon each sidewalk. -In delivering the bricks from these piles to the bricklayers, they must -be carried on pallets, or other suitable devices must be used to prevent -mutilation by rough handling; they must not be dumped from -wheelbarrows upon freshly-laid brick pavement.</p> - -<p class='c007'>If for any reason the bricks are not delivered before the foundation -is laid, or if the sidewalks are too narrow to permit of the -brick being stored upon them, they may be delivered over the foundation, -but not until the concrete has set so hard that it will not be -injured by transportation over it.</p> - -<p class='c007'><strong>86. Sand Cushion.</strong>—Directly before the brick are laid into the -pavement there shall be spread over the foundation a layer of sand -one and one-half (1½) inches in depth. The sand shall be free -from vegetable or other refuse matter, and shall not contain more -than five (5) per cent. of clay and loam. Pebbles and fragments -of stone exceeding one-fourth inch in diameter must be screened out. -When spread on the street the sand shall be sufficiently dry to permit -of proper gaging by templates, as hereinafter described. The -sand shall be spread and correctly gaged to the proper thickness -and surface by the use of templates formed to the true designed -<span class='pageno' id='Page_59'>59</span>cross-sectional contour of the pavement. If the width of the street -between curbs does not exceed twenty-five (25) feet, the template -shall be made in one length sufficient to cover the full width of the -street, and its ends shall be so constructed and fitted with iron rollers, -that it will rest upon and roll along the top of the curb at each end; -if the width of the street between curbs be not more than fifty (50) -feet, the template shall be of sufficient length to reach from the -curb to the middle of the street, and constructed to move on rollers -on top of the curb at one end and upon a plank six (6) inches wide -and one and one-half (1½) inches thick laid upon the foundation -along the center line of the pavement. The template shall be worked -forward and backward along the line of the street until the surface -of the sand conforms exactly to the designed contour of the pavement, -at a depth below the pavement datum equal to the depth of -the paving brick minus one-fourth (¼) inch. The whole surface -shall then be rolled with a garden roller not less than thirty-six -inches long and not less than thirty inches in diameter, weighing -not less than three hundred pounds. When completed the surface -of the sand cushion shall be smooth and unbroken, and care must be -taken not to disturb it before the bricks are set upon it.</p> - -<p class='c007'><strong>87. Setting the Brick.</strong>—Several courses of brick, aggregating a -strip having a width of not less than twelve (12) inches nor more -than fifteen (15) inches on each side of the street, beginning against -the curb, shall be first laid; the brick being set with their long dimension -parallel to the curb.<a id='r47'></a><a href='#f47' class='c016'><sup>[47]</sup></a> The pavement intervening between -these gutter courses will then be set in courses at right angles to the -axis of the street, except in street intersections, where the courses -shall make an angle of forty-five (45) degrees with the axis of the -street. The brick shall be set upon edge on the sand cushion with -their top faces parallel to the pavement datum, in straight courses, -continuous across the street, the long dimension of the brick being -parallel to the courses; they shall be set as closely together as possible, -so that the joints both between the courses and between individual -bricks shall not exceed one-eighth (⅛) inch, where the bricks are -without lugs, and not more than one-fourth inch where the brick -have lugs. Broken bricks and bats shall not be used except as -closers at the ends of the course and in fitting the pavement around -manholes, etc., and nothing smaller than half-bricks shall be used in -either case, and the broken ends must be shaped to make reasonably -<span class='pageno' id='Page_60'>60</span>close joints. Filling up with bats must follow the brick-laying -closely. Brick with lugs shall be laid with the lugs all in one -direction.</p> - -<p class='c007'><strong>88. Inspection.</strong>—After the bricks are laid the pavement will be -inspected by the Engineer, or his agent. He may require that the -surface shall be previously wetted by sprinklers, or by a sprinkling -nozzle, in order to detect soft or porous bricks.<a id='r48'></a><a href='#f48' class='c016'><sup>[48]</sup></a> Defective bricks -indicated by him shall be removed and replaced by acceptable -brick.</p> - -<p class='c007'><strong>89. Rolling and Ramming.</strong>—The surface of the pavement shall -then be rolled and rammed in the following manner:</p> - -<p class='c007'>The roller used shall be of the asphalt roller style, driven by -steam and weighing not less than three and one-half (3½) nor more -than five (5) tons. The rolling shall begin as near the curb as -practicable, the roller being operated slowly, parallel to the axis -of the street, and working outwardly until the center of the street -is reached, when the roller will proceed to the opposite side of the -street and the operation proceed as before. After this longitudinal -rolling is completed the pavement will be continuously rolled a -second time, the roller operating back and forth at an angle of -forty-five degrees to the axis of the street, and a third time, the -roller operating at right angles to the course of the second rolling. -After the rolling is thus completed the brick in the gutters not -reached by the roller shall be rammed with a street rammer weighing -not less than thirty (30) pounds, a plank not less than four (4) -feet long, ten (10) to twelve (12) inches wide and two (2) inches -thick being interposed between the pavement and the rammer and -moved about so that the whole surface of the gutter shall be thoroughly -and equally rammed and its surface brought to an even -junction with the rolled portion of the work.</p> - -<p class='c007'>When the rolling and ramming is thus completed the surface -of the pavement shall conform so truly to the designed pavement -datum that it will nowhere depart more than three-sixteenths (³⁄₁₆) -inch from properly formed templates and straight-edges applied to -its surface.</p> - -<p class='c007'><strong>90. Filling the Joints.</strong><a id='r49'></a><a href='#f49' class='c016'><sup>[49]</sup></a>—Directly after the completion of the rolling -<span class='pageno' id='Page_61'>61</span>and ramming, the joints between the bricks shall be filled as follows:</p> - -<p class='c007'>The joints in the longitudinal gutter courses, and the joints -between six contiguous courses running across the street, from -gutter to gutter, in each length of fifty (50) feet of the pavement, -shall be filled with bituminous cement composed of coal-tar pitch, -commercially known as Number Four, to which has been added -twenty (20) per cent. of refined Trinidad asphalt and twenty (20) -per cent. of hydraulic cement, all by weight. In preparing this -bituminous cement, the pitch shall first be melted and the asphalt, -also melted, added and thoroughly incorporated by agitation. The -hydraulic cement shall then be added and the whole agitated until -a complete and uniform mixture results. The bituminous cement -thus prepared shall while sufficiently hot and liquid to flow freely, -be poured from a spouted vessel into the joints until they appear -to be nearly or quite full. After allowing time for the filling to -subside, the joints will be gone over a second time and completely -filled.</p> - -<p class='c007'>All the remaining joints in the pavement shall be filled with -Portland cement grout, as follows:</p> - -<p class='c007'>The grout will be composed of equal parts by volume of sand -(Sect. 30) and Portland cement (Sect. 29), a quick-setting cement -being preferred. The sand and cement shall be first thoroughly -mixed dry and then enough water added to make a grout of such -consistency that it will flow like thick cream, and the mixing continued -until a homogeneous mass is produced and until the grout -<span class='pageno' id='Page_62'>62</span>is applied to the pavement. The grout shall be prepared in water-tight -boxes of a convenient size. Before applying the grout the -pavement shall be thoroughly dampened by sprinkling. The grout -shall be spread over the pavement with scoop shovels, in two -courses, the first being sufficient to nearly fill the joints, and the -second, which shall be applied before the first has begun to set, -shall be sufficient to entirely fill the remaining space in the joints. -As rapidly as the grout is applied it shall be swept with brooms until -it all enters the joints.<a id='r50'></a><a href='#f50' class='c016'><sup>[50]</sup></a></p> - -<p class='c007'><strong>91.</strong> Travel must be excluded from the pavement until the grout -has set firmly; in no case less than five days, and the grout must -be kept moist during this period.</p> - -<h3 class='c003'>WOOD-BLOCK PAVEMENT</h3> - -<p class='c006'><strong>92. Sub-grade.</strong>—The sub-grade for wood-block pavement shall -be prepared as specified in Section 26, and shall be finished to a -surface ... inches below the pavement datum.</p> - -<p class='c007'><strong>93. Foundation.</strong>—The foundation for wood-block pavement shall -be Portland cement concrete ... inches thick, prepared -as specified in Sections 28, 29, 30, 31, 32, 33, 34, 35, 36 and 37. -The upper surface of the concrete foundation, when completed, shall -be at a distance below the pavement datum equal to the depth of -the blocks to be laid, plus one-half (½) inch, and must not vary -more than one-fourth (¼) inch above or below that depth.</p> - -<div> - <span class='pageno' id='Page_63'>63</span> - <h4 class='c014'>MATERIALS</h4> -</div> - -<p class='c015'><strong>94. Wood-blocks.</strong>—The wood-blocks may be made of Long-leaved -yellow pine (Pinus palustrus), Lob-lolly pine (Pinus tæda), -Short-leaved pine (Pinus echinata), Cuba pine (Pinus heterophylla), -Black gum (Nyssa sylvatica), Red gum (Liquidambar styraciflua), -Norway pine (Pinus resinosa), or Tamarack (Larix laricina), or of -other species of wood of equal strength and toughness and of a -texture permitting as satisfactory preservative treatment as those -herein named. But, as far as practicable, only one species of wood -shall be used on any one contract.<a id='r51'></a><a href='#f51' class='c016'><sup>[51]</sup></a></p> - -<p class='c007'><span class='pageno' id='Page_64'>64</span>Only wood from live, sound trees shall be used. The lumber from -which the blocks are cut shall be properly manufactured, free from -bark, and with full square corners. It shall be free from decay, -dottiness, brashness, shakes, large season cracks, loose or unsound -knots over three-fourths (¾) inch in diameter, and all other imperfections -which may, in the opinion of the Engineer, be detrimental. -“Fat” pine containing so much resin that it will not take -up the specified quantity of creosote oil in treatment may be rejected. -Second-growth timber, and Southern pine showing, outside of a -radius of three (3) inches from the heart, nine (9) or less annual -growth rings to the inch, will not be accepted.</p> - -<p class='c007'>The paving blocks made from the lumber hereinbefore specified -shall be well manufactured and truly rectangular and square edged. -Their depth (parallel to the fiber) shall be ... inches,<a id='r52'></a><a href='#f52' class='c016'><sup>[52]</sup></a> -their length shall not be less than six inches nor more than three -times their depth, and their width shall be from two and one-half -(2½) to three and one-half (3½) inches, but at least one-fourth -inch less than their depth.</p> - -<p class='c007'><span class='pageno' id='Page_65'>65</span>All the blocks for any one contract shall be of the same standard -depth and width, and the individual blocks shall not vary more -than one-eighth inch from the designated depth and width.</p> - -<p class='c007'><strong>95. Creosote Oil.</strong><a id='r53'></a><a href='#f53' class='c016'><sup>[53]</sup></a>—The oil used for the preservative treatment -of the paving blocks shall be coal-tar creosote oil, commonly known -as dead oil of coal-tar, without admixture or adulteration with other -oils or tars. Oils produced or resulting from the distillation of -water-gas tar, blast-furnace tar, producer-tar, lignite-tar, petroleum-oil -tar, or wood-tar, or, containing an admixture of any of these will -not be accepted. The creosote oil shall not contain more than five -per cent. (5%) of tarry matter nor more than two per cent. (2%) of -water. Its specific gravity at a temperature of 100° F. shall be -not below 1.03 nor above 1.08. Not less than ninety-nine per cent. -(99%) shall be soluble in hot benzol. It shall not contain more than -eight per cent. (8%) of tar acids. When two hundred (200) grams -are subjected to distillation at gradually increasing temperatures, -not more than five per cent. (5%) of distillate shall distil over up -to a temperature of four hundred degrees F. (400° F.), nor more -than thirty-five per cent. (35%) shall distil over up to a temperature -of four hundred and fifty-five degrees F. (455° F.), and not more -than eighty per cent. (80%) shall distil over up to a temperature of -six hundred degrees F. (600° F.). After complete distillation there -shall not remain more than two per cent. of coke. The residue -remaining, upon sulphonating a portion of the total distillate, shall -not exceed one per cent. (1%). The above tests shall be made in -accordance with the methods prescribed in the “Report of the -Committee on Preservative Treatment of Poles and Cross-arms” -of the National Electric Light Association, 1911.</p> - -<p class='c007'><strong>96. Preservative Treatment.</strong>—The paving blocks shall, after -<span class='pageno' id='Page_66'>66</span>they are cut to the proper dimensions, be subjected to preservative -treatment with the creosote oil specified in Section 95.</p> - -<p class='c007'>The contractor may employ any of the standard methods in -common use for impregnating the blocks, provided that uniform -results are attained, complying with the following requirements:</p> - -<p class='c007'>The wood shall not be heated during any part of the process to a -temperature exceeding two hundred and sixty degrees Fahrenheit -(260° F.).</p> - -<p class='c007'>All parts of every block shall be reached and penetrated by the oil. -The quantity of oil found in the blocks after treatment shall average -not less than ... pounds per cubic foot of wood.</p> - -<p class='c007'>The oil in the treating tanks during the process of impregnation -shall not become diluted with water to the extent of more than five -per cent. (5%) and if the percentage of water in the oil during the -process of treatment shall exceed two per cent. (2%) the quantity -of the oil to be injected in the wood as stipulated hereinbefore shall -be increased in a like ratio; for example, if the oil in the treating -tanks shall be found to contain four per cent. (4%) of water the -quantity required to be found in the blocks after treatment shall be -four per cent. (4%) greater than herein specified.</p> - -<p class='c007'>The quantity of oil injected shall be determined primarily by -tank measurements, but shall be verified by actual determination -of the quantity of oil in the treated blocks by the following method: -representative treated sample blocks shall be selected and an auger -hole one inch in diameter bored entirely through the block parallel -to the fiber, the borings all collected, thoroughly mixed, and the -quantity and ratio of oil to wood in the borings determined by -extracting the oil completely with carbon di-sulphide. The center -of the auger hole shall be located midway between the sides of the -block and at a distance from the end of the block equal to one-third -(⅓) of the length of the block. At the time of treatment the blocks -shall not be green or saturated with water, but they shall, preferably, -not be thoroughly seasoned. After treatment, and until used, the -blocks shall, during dry weather, be frequently well drenched -with water to prevent excessive drying out and cracking.</p> - -<p class='c007'><strong>97. Laying the Wood-Blocks.</strong>—The concrete foundation shall be -cleaned and swept to remove all dirt and débris and shall be thoroughly -dampened immediately in advance of the setting of the -blocks. Upon the concrete foundation shall be spread a layer of -mortar about one-half inch thick, made of one part Portland cement -and two parts sand with sufficient water to make a moderately stiff -<span class='pageno' id='Page_67'>67</span>paste.<a id='r54'></a><a href='#f54' class='c016'><sup>[54]</sup></a> The mortar shall be thoroughly mixed and shall be spread -in place over the concrete foundation immediately in advance of -setting the blocks to such a thickness that when the blocks are set -and properly tamped their tops shall conform accurately to the -pavement datum.</p> - -<p class='c007'>Upon this mortar bed the blocks shall be set with their fiber -vertical, in straight, parallel courses at right angles to the axis of -the street, except at street intersections where they shall be set at an -angle of forty-five degrees with the axis of the street. The blocks -shall be set as close together as practicable. Blocks in adjoining -courses shall break joint at least three inches. Blocks of such lengths -shall be selected as to make as little splitting as practicable in filling -out ends of courses. Where splitting is necessary, no fractional -block shall be used whose length is not at least equal to its width.</p> - -<p class='c007'>After the blocks are thus set the whole surface of the pavement -shall be rammed with a rammer weighing not less than twenty -pounds, a plank ten (10) inches wide, two (2) inches thick and four -feet long being interposed between the rammer and the pavement -and moved about as the ramming progresses until the blocks are -forced into a firm seat in the mortar bed and their tops brought -accurately to the pavement datum. The ramming shall be completed -before the mortar under them has begun to set, but no ramming -shall be done, during the progress of the work, nearer than three -feet to the edge of the block setting, except where the block setting -may be suspended, as at the end of the day’s work, when all the -blocks then set shall be rammed.</p> - -<p class='c007'>The top surface of the pavement when completed shall conform so -truly to the pavement datum that correctly formed templates twelve -(12) feet long applied to the surface shall show at no place a departure -of more than three-sixteenths (³⁄₁₆) inch therefrom.</p> - -<p class='c007'><span class='pageno' id='Page_68'>68</span><strong>98. Filling the Joints.</strong>—After the block setting is completed, -perfectly dry, fine sand shall be spread over the pavement surface -and swept about until every joint into which the sand will penetrate -shall be completely filled. The remaining sand shall be left -upon the pavement for such time as the Engineer may direct, when -it shall be removed by the Contractor.<a id='r55'></a><a href='#f55' class='c016'><sup>[55]</sup></a></p> - -<p class='c007'><strong>99. Inspection.</strong>—The lumber for paving blocks will be inspected -before it is cut into blocks. The blocks will also be inspected -upon delivery to the street and as they are laid. Blocks that have, -in treatment or subsequent handling, developed open season cracks -or wind shakes or other imperfections that may prevent their durability -or usefulness in the pavement shall be rejected and removed -from the street.</p> - -<p class='c007'><strong>100. Chamfered Blocks.</strong>—Where wood-block pavement is laid -on streets or parts of streets having a gradient of more than 3%, -the blocks shall not be less than four (4) inches long, and the upper -side-corners of the blocks shall be chamfered to a depth of three-eighths -(⅜) inch, the chamfered surface to make an angle of 40 -degrees with the vertical sides of the blocks; or such other construction -shall be used as will, in the opinion of the Engineer, provide -an equally good foot-hold for horses.</p> - -<p class='c007'><strong>101. Expansion Joints.</strong>—Before the blocks are set there shall -be placed along and against each curb a board of trapezoidal section -having a width one inch greater than the depth of the blocks, the -upper edge of which shall have a thickness of three-eighths (⅜) -inch for each ten feet or fraction thereof of the width of the street -between curbs, and a bottom width one-fourth (¼) inch less -than the top. The paving blocks at the beginning and end of -each course shall be set against this board. After the ramming -of the blocks has been completed, these boards shall be carefully -<span class='pageno' id='Page_69'>69</span>withdrawn and the space between the curbs and the paving blocks -shall be completely filled with the bituminous paving cement -described in Section 90.</p> - -<p class='c007'><strong>102.</strong> The street shall not be opened to travel until such time as -the mortar under the blocks shall have become well set, nor until -the Engineer shall so direct.</p> - -<h3 class='c003'>BITUMINOUS CONCRETE PAVEMENT</h3> - -<p class='c006'><i>Note.</i>—The phrase, Bituminous Concrete Pavement, has been applied -to a large variety of roadway surfaces differing materially from each other -in composition, construction and utility. Some of these are covered by -United States patents, the scope and limitations of which are not yet fully -determined or understood. The necessity of avoiding infringement of -these patents has to be kept in mind in framing specifications for public -use, and this consideration does not permit the presentation here of specifications -which, in the opinion of the author, would secure an ideal pavement -of this general character.</p> - -<p class='c007'>Bituminous concrete pavements constructed in substantial conformity -with these specifications have been laid on a number of city and town -streets and country roads and have proved satisfactory and fairly durable -in use. It is believed that they do not infringe any existing patents.</p> - -<p class='c007'>Our rather limited experience with pavements of this character seems to -indicate that if good materials are used and the work properly done, they -are suitable for use on city streets of light travel, and on suburban streets -and country roads carrying an amount of travel considered heavy for -these classes of roadways. Where the results have been unsatisfactory, -the cause can generally be traced to unsuitable materials or unskillful -construction, the result of ignorance or carelessness on the one hand, or of -the attempt to reduce first cost below normal figures on the other. Many -people are searching for a pavement or roadway that will have all the good -qualities of the standard pavements but can be built about as cheaply as -a common macadam road. It is possible that something of the kind may -be discovered; but in the present state of the art it is chimerical. High -quality and low first cost do not go together in street paving. The -question to be considered is, rather, how can we invest a dollar in street -or road building so that it will, in the long run, yield the best return upon -the investment. The pavement provided for in these specifications is -not a cheap pavement, but where it is suitable for the conditions to be -met, it will be well worth its cost.</p> - -<div> - <span class='pageno' id='Page_70'>70</span> - <h4 class='c014'>SPECIFICATIONS</h4> -</div> - -<p class='c015'><strong>103. Sub-grade.</strong>—The sub-grade except where old pavement is -utilized for foundation shall be prepared in accordance with Section -26 of these general specifications.</p> - -<p class='c007'><strong>104. Foundation.</strong><a id='r56'></a><a href='#f56' class='c016'><sup>[56]</sup></a>—The foundation for bituminous concrete -pavement shall be a properly prepared old pavement, or hydraulic -concrete, or compressed broken stone, as determined by the engineer.</p> - -<p class='c007'><strong>105.</strong> Old macadam pavement or road to be utilized for foundation, -shall be prepared in the following manner:</p> - -<p class='c007'>All high places or humps shall be dressed down to a plane two (2) -inches below the pavement datum, the work being done with care -so as to disturb as little as possible the macadam that is to remain. -Depressions in the old macadam shall be carefully cleaned out so -as to remove all earth and other débris and loose material, and -filled with hydraulic concrete. Newly dug or filled trenches and -holes extending through the macadam shall be excavated and -cleaned out so as to admit the use of at least four (4) inches of -hydraulic concrete. The hydraulic concrete for thus leveling -up the roadway shall be composed of one (1) part of approved -Portland cement, four (4) parts of clean sand and nine (9) parts -of sound, hard crushed stone, well mixed into a wet concrete. After -placing, the concrete shall be well tamped so as to form a compact -body, conforming to a plane two (2) inches below the pavement -datum. The concrete shall be protected from travel and allowed -to become well set before the surface of bituminous concrete is -applied.</p> - -<p class='c007'><strong>106.</strong> Old stone block or brick pavement may be utilized for -foundation, provided that the blocks or bricks do not require to -<span class='pageno' id='Page_71'>71</span>be taken up and reset, or, if so taken up and reset, that the joints -shall be completely filled with grout composed of one (1) part Portland -cement and two (2) parts of good sand. Depressions, trenches -and holes shall be treated as specified in Section 105.</p> - -<p class='c007'><strong>107.</strong> Hydraulic concrete foundation shall be constructed in compliance -with the requirements of Sections 28, 29, 30, 31, 32, 33, -34, 35, 36 and 37 of these specifications. Its depth or thickness -shall be ... inches.</p> - -<p class='c007'><strong>108.</strong> Broken stone foundation shall be ... inches in -thickness after completion. It shall be constructed in accordance -with Section 40 of these specifications.<a id='r57'></a><a href='#f57' class='c016'><sup>[57]</sup></a></p> - -<p class='c007'><strong>109.</strong> When completed the upper surface of the foundation shall -nowhere be more than two and one-half (2½) inches nor less -than one and three-fourths (1¾) inches below the pavement datum. -No travel shall be permitted upon the foundation until the bituminous -concrete shall have been laid.</p> - -<p class='c007'><strong>110. Bituminous Concrete.</strong>—The bituminous concrete shall be -composed of crushed stone, sand, pulverized stone, and asphaltic -cement.</p> - -<p class='c007'>A typical composition for the bituminous concrete, to be as -closely approximated as practicable, is as follows, the percentages -being by weight:</p> - -<table class='table1'> - <tr><td class='c008' colspan='2'><span class='pageno' id='Page_72'>72</span></td></tr> - <tr> - <td class='c009'>Pure bitumen in asphaltic cement.</td> - <td class='c011'>8.5%</td> - </tr> - <tr> - <td class='c009'>Pulverized stone passing No. 200 sieve.</td> - <td class='c011'>8.5%</td> - </tr> - <tr> - <td class='c009'>Sand passing No. 80 sieve.</td> - <td class='c011'>10.0%</td> - </tr> - <tr> - <td class='c009'>Sand passing No. 40 sieve.</td> - <td class='c011'>23.0%</td> - </tr> - <tr> - <td class='c009'>Sand and fine stone passing No. 10 sieve.</td> - <td class='c011'>15.0%</td> - </tr> - <tr> - <td class='c009'>Crushed stone passing a screen having four meshes to the linear inch.</td> - <td class='c011'>25.0%</td> - </tr> - <tr> - <td class='c009'>Crushed stone passing a screen having two meshes to the linear inch.</td> - <td class='c011'>10.0%</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c011'><hr /></td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c011'>100.0%</td> - </tr> -</table> - -<p class='c007'>The crushed stone shall be trap rock, granite, or hard, sound, -durable limestone. It shall be crushed to such sizes that all will -pass through a screen with two meshes to the linear inch and shall -be of such assorted sizes of fragments as will, when incorporated with -the sand, pulverized stone, and bitumen, produce a mixture substantially -conforming to the percentages of each named in the -preceding paragraph.</p> - -<p class='c007'>The stone shall be freshly crushed, clean and free from clay, loam, -organic matter and refuse of every kind.</p> - -<p class='c007'>The sand shall be silicious, and free from clay, loam and refuse -of all kinds. The grains shall be of such sizes that approximately -twenty-five per cent. (25%) of the whole will pass the number -eighty (80) sieve, fifty-eight per cent. (58%) shall pass the No. 40 -sieve and not more than seventeen per cent. (17%) will pass the -number 10 sieve, when used in the order named. The pulverized -stone shall conform to the requirements of Sect. 49. Portland -Cement may be substituted for not more than twenty per cent. -(20%) of the pulverized stone if the Engineer so directs, in which -case the Portland Cement actually so used shall be paid for extra -at the prevailing market price, to be agreed upon in advance. The -asphaltic cement shall comply with the requirements of Sects. 43, 44, -45, 46, 47, and 50, except that it may have a somewhat higher -penetration, as may be determined by the Engineer.<a id='r58'></a><a href='#f58' class='c016'><sup>[58]</sup></a></p> - -<p class='c007'><span class='pageno' id='Page_73'>73</span><strong>111. Mixing.</strong>—The materials composing the concrete shall all -(except the pulverized stone and Portland cement) be uniformly -heated to a temperature not exceeding three hundred and fifty -degrees Fahrenheit (350° F.) and not below three hundred degrees -Fahrenheit (300° F.), and while at such temperature shall be -incorporated and mixed in a mechanical mixer. The stone, sand, -and pulverized stone shall be placed in the mixer in the order named -and well mixed together, after which the asphaltic cement shall be -added and the mixing continued until each fragment is thoroughly -coated with cement.</p> - -<p class='c007'><strong>112. Laying on the Street.</strong>—The mixed concrete shall be taken to -the street as soon as practicable after leaving the mixer. It shall be -unloaded on the street, properly spread and truly graded with -asphalt rakes to such a depth that after compression by rolling it will -have a thickness of not less than two inches. The concrete when -unloaded on the street shall be at a temperature not below two -hundred and eighty degrees Fahrenheit (280° F.). In spreading -and grading, all material must be moved from the pile into which -it was unloaded. As soon as practicable after the concrete shall -be graded, the surface shall be thoroughly rolled with a ten-ton -asphalt roller and the rolling continued until the roller makes no -further impression on the concrete surface. When completed the -surface must conform closely to the pavement datum so that there -will be no depressions or elevations exceeding one-fourth inch above -or below the pavement datum.</p> - -<h3 class='c003'>HYDRAULIC CONCRETE ROADWAY PAVEMENT<a id='r59'></a><a href='#f59' class='c016'><sup>[59]</sup></a></h3> - -<p class='c006'><strong>113.</strong> The sub-foundation for hydraulic concrete pavement shall -be prepared as specified in Section 26.</p> - -<p class='c007'><span class='pageno' id='Page_74'>74</span><strong>114.</strong> The pavement shall be constructed in two courses called -the bottom course and the top course, as hereinafter specified.<a id='r60'></a><a href='#f60' class='c016'><sup>[60]</sup></a></p> - -<p class='c007'><strong>115. Bottom Course.</strong>—The bottom course shall be four (4) -inches in thickness<a id='r61'></a><a href='#f61' class='c016'><sup>[61]</sup></a> and shall be composed of the materials specified -in Sects. 29, 30, and 31. The concrete shall be composed of -one part Portland cement, three parts sand and six parts of broken -stone, and shall be mixed and placed as specified in Sects. 35 and 36, -but its top surface when properly compacted shall be parallel to -and not less than two (2) nor more than two and one-half (2½) -inches below the pavement datum.</p> - -<p class='c007'><strong>116. Top or Surface Course.</strong>—The top course shall be composed -of the Portland cement specified in Sect. 29, the sand specified in -Sect. 30 except that it shall be especially clean, and the grains -shall be of such size that at least seventy-five per cent. (75%) of -the mass will fail to pass a screen having thirty (30) meshes to the -<span class='pageno' id='Page_75'>75</span>linear inch, and shall be of superior quality for making concrete; -and of crushed Trap Rock,<a id='r62'></a><a href='#f62' class='c016'><sup>[62]</sup></a> or of stone equally hard, strong and -durable.</p> - -<p class='c007'>The trap rock shall be crushed to such sizes that all will pass -through a screen having meshes one and one-fourth (1¼) inch -square and that none will pass through a screen having meshes -one-half (½) inch square,<a id='r63'></a><a href='#f63' class='c016'><sup>[63]</sup></a> and it shall be free from clay, refuse or -other foreign substances.</p> - -<p class='c007'><strong>117.</strong> The surface-course concrete shall be composed of one part -Portland cement complying with Sect. 29, one and three-quarters -(1¾) parts of sand, and, generally, three and one-half -(3½) parts of crushed stone, but the ratio of crushed stone shall -be such that in the completed concrete the volume of mortar in -the compressed mass shall exceed by about fifteen per cent. (15%) -the voids in the stone.<a id='r64'></a><a href='#f64' class='c016'><sup>[64]</sup></a> The cement and sand shall be thoroughly -mixed together dry, enough clean water then added to make a -rather wet mortar and the mixing continued until the materials -are thoroughly incorporated into a homogeneous mass. The crushed -stone shall then be added, and the mixing continued until every -fragment of stone is completely covered with mortar. Sufficient -water shall be added during the mixing, if necessary, to make a -“wet” concrete, but not so wet that free water will flow from the -mixed mass. In handling and adding the stone to the mortar -care must be taken to prevent the stone segregating into masses -of different sizes. The concrete for the top course shall be made -<span class='pageno' id='Page_76'>76</span>with special care and thorough work, the intention being to secure -a superior quality of concrete.<a id='r65'></a><a href='#f65' class='c016'><sup>[65]</sup></a></p> - -<p class='c007'><strong>118.</strong> The concrete thus prepared shall be placed upon the bottom -course before the latter has begun to set<a id='r66'></a><a href='#f66' class='c016'><sup>[66]</sup></a> and carefully graded -so that when properly compacted its top surface will coincide with -the pavement datum. The concrete will then be well rammed by -rammers having a face of 6 by 6 inches and weighing not less than -twenty (20) pounds after which the surface will be completed by -rolling with a power roller of the asphalt type weighing not less than -five (5) tons.<a id='r67'></a><a href='#f67' class='c016'><sup>[67]</sup></a> All these operations must be completed before any of -the concrete in either course shall have begun to set. The surface -shall not be plastered with neat mortar nor shall it be trowelled.</p> - -<p class='c007'><strong>119.</strong> The completed surface must coincide with the pavement -datum to the extent that a properly formed template when applied -to the surface shall show no departure from the pavement datum -exceeding three-sixteenths (³⁄₁₆) inch.</p> - -<p class='c007'><strong>120.</strong> After the laying of the pavement has been completed it -shall be allowed to stand until the concrete of both courses shall be -fully set, which period shall be not less than ten (10) days, or longer, if -conditions make a longer time necessary, as the engineer may direct, -of which he shall be the sole judge. During this period the concrete -shall be kept in a moist condition throughout, by sprinkling with -hose or otherwise. No travel shall be allowed upon the street until -the engineer shall open it for public use. The concrete shall not -be laid during rain storms or when the thermometer is below forty-five -(45) degrees F., and in case there may be danger from frost the -whole surface of the concrete shall be covered by straw or hay. -Manure must not be used for this purpose.</p> - -<p class='c007'><strong>121. Expansion Joints.</strong><a id='r68'></a><a href='#f68' class='c016'><sup>[68]</sup></a>—An expansion joint along the curbing on -each side of the street shall be provided in accordance with Sect. 101. -<span class='pageno' id='Page_77'>77</span>Expansion joints shall also be provided and constructed as follows: -Wherever the width of the pavement exceeds twenty (20) feet between -curbs there shall be a expansion joint along the longitudinal center -of the street; expansion joints shall also be made, at right angles to -the street and extending continuously from curb to curb, at distances -apart not exceeding twenty (20) feet. These expansion joints in the -body of the pavement shall be made by cutting entirely through both -courses of concrete along a straight line, using a special straight-edged -cutter not more than three-sixteenths (³⁄₁₆) inch thick, when -the concrete is laid in hot weather and not more than three-eighths -(⅜) inch thick if the concrete is laid when the thermometer is below -sixty (60) degrees F. The cutting of the expansion joints shall be -carefully and skillfully done, and after each joint is cut a special T-shaped -smoother, the stem of which is one inch deep and of the same -thickness as the cutter shall be worked back and forth in the joint -until the edge of the concrete adjoining the joint shall be well and -smoothly compacted. The smoother shall be so formed as to round -off the corners of the concrete to a circular form having a radius of -one-fourth (¼) inch. All these operations shall be completed -before the concrete has begun to set. After the concrete has set and -before the street is opened to travel all expansion joints shall be -poured full of bituminous cement, as specified in Section 90.<a id='r69'></a><a href='#f69' class='c016'><sup>[69]</sup></a></p> - -<p class='c007'><strong>122. Bituminous Coating.</strong><a id='r70'></a><a href='#f70' class='c016'><sup>[70]</sup></a>—After the concrete shall have become -fully set as determined by the engineer and before the street is -<span class='pageno' id='Page_78'>78</span>opened to travel the whole surface of the pavement shall be covered -by a finishing coat of bituminous road oil as hereinafter specified.</p> - -<p class='c007'>The road oil shall be prepared from native asphalt or from a crude -oil having an asphaltic base. Not less than 95 per cent. of the oil -shall be soluble in cold carbon di-sulphide, and it shall contain not -less than thirty (30) per cent. of solid asphalt, nor more than ten per -cent. of fixed carbon. It shall be of such consistency as to flow freely -at a temperature of seventy-five degrees (75°) F. The oil shall not -be applied except when the road surface is perfectly dry and when -the temperature of the air is not below 60° F.</p> - -<p class='c007'>The oil shall be evenly distributed over the whole surface of the -street at the rate of one-half (½) gallon of oil per square yard of -surface, and well worked over the surface with squeegees or other -suitable devices.</p> - -<p class='c007'>Not less than twenty-four hours after the application of the oil -the surface of the pavement shall be evenly covered to a depth of one-fourth -inch with clean, dry stone screenings or coarse sand, after -which the street may be opened to travel.</p> - -<h3 class='c003'>GENERAL SPECIFICATIONS FOR EXPERIMENTAL OR UNTRIED PAVEMENTS<a id='r71'></a><a href='#f71' class='c016'><sup>[71]</sup></a></h3> - -<p class='c006'><strong>123.</strong> Contractors or promoters submitting proposals for the construction -of new, experimental, or special street pavements, the -merits of which have not been established by experience in the city -of ..., must submit with their -proposal a full and complete set of specifications for the construction -of the pavement. If contract shall be awarded under said proposal, -said specifications will be made a part of the contract entered into. -The Engineer will enforce compliance with these specifications, as -the construction work proceeds, without assuming or incurring any -responsibility for the character, quality, serviceability or durability -of the resulting pavement. But the Contractor shall be subject -to and shall comply with the requirements and stipulations of Sects. -1 to 25, inclusive, of these specifications.</p> - -<p class='c007'><strong>124. Special Guaranty.</strong><a id='r72'></a><a href='#f72' class='c016'><sup>[72]</sup></a>—Inasmuch as the pavement to be constructed -<span class='pageno' id='Page_79'>79</span>under the special specifications submitted by the Contractor -is more or less of an experimental character, having not been heretofore -used in the city of ... to an extent -sufficient to establish its value, the Contractor shall be held wholly -responsible for the utility, serviceability and durability of the pavement -so constructed; and he shall enter into a guaranty to the effect -as follows:</p> - -<p class='c007'>That the pavement will fulfill all the usual and legitimate requirements -of a satisfactory roadway pavement upon the street -upon which it is to be laid.</p> - -<p class='c007'>That the pavement will successfully serve and endure the travel -to which the street may be subjected for a period of ... -years next following the date of the certificate of its completion and -acceptance, and shall be in good condition at the end of that period, -ordinary and reasonable wear and tear, and accidental or other injuries -not due to defects in the pavement itself, excepted.</p> - -<p class='c007'>That the Contractor will, at his own cost, keep the said pavement -in satisfactory repair during said period of ... -years, and will leave it in a condition of satisfactory repair at the -end of that period.</p> - -<p class='c007'>That the Engineer, or his successor or successors in office, shall -be the sole and final judge as to whether the conditions of this guaranty -shall be, or shall have been complied with.</p> - -<p class='c007'>That in case the pavement shall not, in the judgment of the -Engineer, fulfill the terms and conditions of this guaranty at any -time during said period of ... years, or upon -its expiration; or in case the Contractor shall fail to make all or any -of the repairs that may in the judgment of the Engineer be or become -necessary during said period of ... years, -within a reasonable period to be determined by the Engineer, but -not to be less than twenty (20) days after notice to make such -repairs has been given him by the Engineer, he (the Engineer) may -proceed to make or to have made such repairs, or to repave the -street, in any manner that he may deem necessary or advisable, and -to charge the cost of such repairs or repavement to the Contractor, -provided, that the sum or sums so charged against the Contractor -shall not, in the aggregate, be more than the amount paid to the -Contractor for the construction of the pavement.</p> - -<p class='c007'><strong>125. Bond.</strong>—The Contractor shall give bond with sureties satisfactory -to the Engineer in a sum not less than the estimated cost of -the pavement at the contract prices, the term of the bond to extend -<span class='pageno' id='Page_80'>80</span>over the entire period of ... years, for which the -pavement is guaranteed.</p> - -<p class='c007'><strong>126.</strong> During the said period of ... years the -Contractor shall, upon being notified by the Engineer so to do, make -any repairs to the pavement that may become necessary by reason -of cutting into it for the purpose of constructing or repairing pipes, -conduits or other underground structures, or street railroad tracks, -or by reason of accidental or unusual causes, or of any causes other -than those due, in the opinion of the Engineer, to the failure of the -pavement to meet and fulfill the terms of the guaranty stipulated -in Section 124. And for making such repairs the Contractor shall -be paid the price of ... per square yard for -the repairs actually so made. Repairs so made shall be subject to -the terms of the guaranty, stipulated in Section 124, until the expiration -of the said term of ... years after the date -of the original certificate of completion and acceptance. In case -the Contractor shall neglect or fail to make such repairs within a -period of twenty (20) days after he shall have received notice to do -so, the Engineer may proceed to make or to have made such repairs, -and he shall charge to and collect from the Contractor the cost of -the repairs so made.</p> - -<h3 class='c003'>HYDRAULIC CONCRETE COMBINED CURB AND GUTTER<a id='r73'></a><a href='#f73' class='c016'><sup>[73]</sup></a></h3> - -<p class='c006'><strong>127.</strong> Hydraulic concrete combined curb and gutter shall be constructed -in accordance with general plan No. ... attached to -and made a part of these specifications, but the rise from the gutter -to the top of the curb may be varied so as to facilitate drainage.<a id='r74'></a><a href='#f74' class='c016'><sup>[74]</sup></a></p> - -<p class='c007'><span class='pageno' id='Page_81'>81</span><strong>128. Excavation.</strong>—All excavation required for the curb and gutter -shall be completed and trimmed to the proper lines as shown by the -drawing. The drainage trench under the curb and gutter shown on -the drawing shall have the top width and general form shown in the -drawing but its depth may be varied to secure proper drainage, as -the engineer may direct, provided that its depth below the base of -the concrete shall not be less than nine inches nor more than two -feet.</p> - -<p class='c007'><strong>129. Broken Stone Drainage.</strong><a id='r75'></a><a href='#f75' class='c016'><sup>[75]</sup></a>—After the excavation shall have -been completed the trench shall be filled up to the level of the base -of the concrete with sound, durable broken stone, or coarse gravel, -from which the small fragments shall have been removed by screening -over a wire screen having openings not less than one inch square. -The stone or gravel shall be thoroughly tamped in the trench in -layers not more than six (6) inches thick by the use of rammers -weighing not less than thirty (30) pounds and having a face area -not exceeding thirty-six (36) square inches, and its completed top -surface shall conform truly to the designed base of the concrete. -These drains shall be connected at suitable intervals with sewers, -drains or other outlets to keep them free from standing water. The -trench filling shall be completed at least twenty-five feet in advance -of placing the forms for the concrete.</p> - -<p class='c007'><strong>130. Concrete.</strong><a id='r76'></a><a href='#f76' class='c016'><sup>[76]</sup></a>—The concrete shall be made of one (1) part -<span class='pageno' id='Page_82'>82</span>Portland cement, one and three-fourths (1¾) parts of sand and -three (3) parts of crushed stone or clean gravel. The Portland -cement shall comply in all respects with the requirements of Section -29 of these specifications.</p> - -<p class='c007'>The sand shall be clean, sharp silicious sand made up of grains -of such size that not more than fifteen per cent. (15%) will pass a -number thirty (30) sieve. It shall not contain more than five per -cent. (5%) of clay or loam nor more than two per cent. (2%) of -organic matter or other refuse. The stone shall be sound, hard, -durable, and freshly broken, free from clay, loam, organic matter, -or other impurities. Trap rock or granite will be preferred, but -limestone, if hard and sound, may be used with the approval of the -engineer. Only those fragments of the crushed stone that pass a -screen with openings three-fourths inch square and those that are -held on a screen with openings one-fourth inch square shall be used -in the concrete.</p> - -<p class='c007'><strong>131. Mixing and Placing Concrete.</strong>—The concrete shall be mixed -in accordance with Section 35 of these specifications. Very thorough -mixing will be required.</p> - -<p class='c007'>The mixed concrete shall be handled so as to prevent as far as -practicable any separation or segregation of the stone and mortar. -When in place it shall be compacted by tamping and where placed -against forms, forking or other effective means must be used to -bring mortar to the surface and to secure complete contact between -mortar and forms, so as to leave a solid, homogeneous and unbroken -surface when the forms are removed. Where the concrete may not -be laid against forms, all exposed surfaces must be troweled to a -true surface conforming accurately to the lines shown by the plans, -templates and straight-edges being used where necessary.</p> - -<p class='c007'><strong>132. Weather.</strong>—Concrete in combined curb and gutter shall -not be laid in freezing weather nor shall frozen materials be used -in the work. Completed work must be securely protected from -frost for at least seven days after it is laid. Any concrete curb -and gutter that may become frozen within that period shall be wholly -removed and replaced with new work.</p> - -<p class='c007'><strong>133. Expansion Joints.</strong>—The combined curb and gutter shall be -divided into blocks or panels not more than twelve feet long, by -clear, open expansion joints perpendicular to the face of the curb, -<span class='pageno' id='Page_83'>83</span>extending entirely and continuously through the whole mass of -the concrete. These expansion joints shall be three-eighths inches -wide and may be formed either by cutting through the completed -curb and gutter with a suitable tool, or by the use of iron forms -or partitions, but in either case the corners at the ends of the -blocks must be made solid and dense and troweled with a suitable -tool.</p> - -<p class='c007'><strong>134. Circular Corners.</strong>—At the intersections of streets, circular -corners, having a radius equal, generally, to one-fifth of the width -of the roadway of the narrower street, shall be constructed of the -same dimensions and quality as on the body of the street, and the -curb and gutter will be extended along the line of the cross street -back to the front lot-lines. Properly curved circular curb and gutter -shall also be constructed at all angles exceeding five degrees in the -line of the curbing.</p> - -<p class='c007'><strong>135. Corner Protection.</strong>—Galvanized steel corner protectors or -nose-pieces shall be used to protect the upper and outer corner of the -curb at all circular corners and angles in the street. This steel -protection may be of any pattern or section procurable in the market -and approved by the engineer. It shall be firmly anchored and secured -into the concrete.</p> - -<p class='c007'><strong>136. Finishing.</strong>—After the forms have been removed and before -the concrete has set up too hard to be affected by the brush, the face -and top of the curb shall be lightly scrubbed by a suitable wire -brush so as to completely remove any glazed surface and to produce -a surface of uniform texture and appearance. Dry cement or neat -cement mortar shall not be used for dressing up exposed surfaces.<a id='r77'></a><a href='#f77' class='c016'><sup>[77]</sup></a></p> - -<p class='c007'><strong>137. Forms.</strong>—The forms used may be of dressed lumber or of -metal as the contractor may prefer. But they shall have sufficient -strength and rigidity to hold the concrete firmly in place, and to preserve -the correct dimensions, alignment and levels of the curb and -gutter.</p> - -<p class='c007'><strong>138. Protection.</strong>—The completed curb and gutter shall be protected -from fracture, deformation or spalling until the concrete has -fully set. The concrete must be kept moist for at least five days -<span class='pageno' id='Page_84'>84</span>after it has been laid. Any part of the curb and gutter that shall -have become injured before it is accepted or the street is opened for -travel shall be taken up and replaced by the contractor.</p> - -<p class='c007'><strong>139. Payment.</strong>—Concrete combined curb and gutter will be paid -for by the linear foot in place, the measurement to be made along -the upper and outer corner of the curb. The price per linear foot -named in the contract will cover all the excavation or grading required -and all the materials and labor, including all necessary -forms, for constructing the curb and gutter complete. But the -crushed stone used for drainage will be paid for by the cubic yard -measured in place, and steel corner protection will be paid for by -the linear foot in place, at the prices named in the contract.</p> - -<h3 class='c003'>HYDRAULIC CONCRETE SIDEWALKS</h3> - -<p class='c006'><i>Note.</i>—These specifications conform to the common practice of laying -the sidewalk in two courses.</p> - -<p class='c007'>In the author’s judgment this is neither necessary nor desirable. He -believes that it would be better and somewhat cheaper to use a single -course of concrete four inches in thickness. He suggests for this concrete -the ratios of one cement, two sand, and three and one-half stone, the latter -to be crushed to pass a screen with five-eighths inch square openings.</p> - -<p class='c007'>Tamping will bring a sufficient quantity of mortar to the surface to -permit of satisfactory finishing. While the materials for such a single -course of four inch concrete would cost somewhat more, the saving in -cost of labor would, at usual prices of material and labor, make the single-course -construction somewhat cheaper, while the solid four inches of -richer concrete would make the walk much stronger. In fact, a single -course of such concrete three inches thick would be sufficient in a great -majority of cases. While the surface might not have the glazed appearance -common in the two-course work it would be really better for use—a -polished and slippery surface on sidewalks is not desirable.</p> - -<h4 class='c014'>SPECIFICATIONS<a id='r78'></a><a href='#f78' class='c016'><sup>[78]</sup></a></h4> - -<p class='c015'><strong>140.</strong> The hydraulic concrete sidewalk shall be ... -feet in width and its outer edge shall be ... feet from -<span class='pageno' id='Page_85'>85</span>the outer face of the street curbing. It shall be constructed with -two courses of Portland cement concrete as hereinafter specified.</p> - -<p class='c007'><strong>141. Excavation and Grading.</strong>—The ground to be occupied by the -sidewalk shall be excavated or filled to a sub-grade which after being -compacted shall be ... inches<a id='r79'></a><a href='#f79' class='c016'><sup>[79]</sup></a> below the finished -surface of the sidewalk. The sub-grade shall be neatly dressed to a -plane surface sloping downward toward the street one-fourth inch in -one foot horizontal, and to such longitudinal gradients as the engineer -may prescribe. The completed sub-grade shall project four (4) -inches in excavation and eighteen (18) inches in embankment on -each side beyond the edges of the completed sidewalk. After the -grading is completed the surface shall be compacted by rolling or -ramming.</p> - -<p class='c007'><strong>142. Drainage Course.</strong>—Upon the sub-grade prepared as specified -in Section 141 a drainage course composed of broken stone, -gravel or boiler-plant cinders, ... inches<a id='r80'></a><a href='#f80' class='c016'><sup>[80]</sup></a> in thickness -shall be laid. Broken stone for this purpose may be of any durable -stone crushed to such size that all will pass through a screen with two -inch openings. Crusher-run material may be used unless it contains -an excessive quantity of fine material. Gravel for the purpose may -be any sound durable gravel all of which will pass through a two inch -screen and be retained upon a one-fourth (¼) inch screen. If -cinders are used they must be good boiler-plant cinders from which -the ashes have been screened out. The cinders must be thoroughly -drenched with water at least one week before they are placed in the -sidewalk.<a id='r81'></a><a href='#f81' class='c016'><sup>[81]</sup></a></p> - -<p class='c007'><span class='pageno' id='Page_86'>86</span><strong>143.</strong> This drainage material shall be placed on the sub-grade and -properly graded. After grading it shall be thoroughly compacted -by ramming or rolling, and its surface shall be brought to a plane -parallel to and ... inches below the designed surface -of the sidewalk, after which the surface inequalities may be leveled -up with screenings or small gravel.</p> - -<p class='c007'>The bottom of the drainage course shall be connected with the -street drains or sewer inlets by three-inch hard drain pipe at such -points, not more than three hundred feet apart, as will drain all -standing water out of the drainage course.</p> - -<p class='c007'><strong>144. Concrete, Bottom Course.</strong>—The bottom course of concrete ...<a id='r82'></a><a href='#f82' class='c016'><sup>[82]</sup></a> inches in depth, shall be constructed and placed -in accordance with Sections 28, 29, 30, 31, 32, 33, 34, 35 and 36 -of these general specifications, except that the maximum size of -the crushed stone shall not exceed one-half the thickness of the bottom -course of concrete and the concrete shall be uniformly composed -of one part Portland cement, three parts sand and six parts of -crushed stone. Its upper surface shall be brought to a plane parallel -to and one inch below the designed sidewalk surface.</p> - -<p class='c007'><strong>145. Surface or Finishing Course.</strong>—The surface or finishing course -shall be of concrete, one inch thick, composed of one part Portland -cement, one and one-half parts sand and two and one-half parts of -hard, durable stone, crushed to such sizes that all will pass through -a screen having openings one-half (½) inch square and none will -pass through a screen having openings one-eighth (⅛) inch square.<a id='r83'></a><a href='#f83' class='c016'><sup>[83]</sup></a> -This concrete shall be made as specified in Sections 28, 29, 30, 31, 32, -33, 34, 35 and 36 except in the particulars named in the preceding -paragraph. Care must be taken to make the mixing very thorough. -The quantity of water used in this concrete shall be just sufficient -to make a moderately wet mixture, and care shall be taken -<span class='pageno' id='Page_87'>87</span>to make the different batches as nearly as practicable of the same -consistency.</p> - -<p class='c007'>The surface concrete shall be spread over the bottom-course concrete -before the latter has begun to set,<a id='r84'></a><a href='#f84' class='c016'><sup>[84]</sup></a> properly graded, well compacted -by ramming, and its upper surface brought to the true designed -plane and surface of the sidewalk by the use of straight-edges -and troweling,<a id='r85'></a><a href='#f85' class='c016'><sup>[85]</sup></a> after which the surface shall be lightly gone over -with a wire broom or brush to slightly roughen the surface. The -finished plane of the sidewalk shall have a transverse downward -slope toward the street of one-fourth (¼) inch to one foot of horizontal -width. At no place shall the thickness of the surface-course -be less than three-fourths of one inch. The outer top corners of the -sidewalk shall be rounded off with a suitable tool to a radius of three-fourths -(¾) inch.</p> - -<p class='c007'><strong>146. Forms.</strong>—Substantial and suitable forms of wood or iron -shall be furnished and used by the contractor to support the -concrete until it is hard set, when they shall be removed at his -expense.</p> - -<p class='c007'><strong>147. Expansion Joints.</strong>—After the laying of both courses of concrete -is completed expansion joints at right angles to the sidewalk, -and not more than four (4) feet apart shall be constructed in the sidewalk -in the following manner: the joint will be located by a line on -the surface of the sidewalk and a straight-edged cutting tool one-fourth -(¼) inch thick will be used to cut entirely through both -courses of concrete, accurately along the line marked out, entirely -across the sidewalk, after which a T-shaped trowel or tool shall be -used to smooth and compact the cut surfaces for a depth of one -inch, and to round off the corners of the sidewalk blocks to a radius -of one-fourth (¼) inch.<a id='r86'></a><a href='#f86' class='c016'><sup>[86]</sup></a></p> - -<p class='c007'>Where the ends of the sidewalk abut against the curbing a clear -<span class='pageno' id='Page_88'>88</span>expansion joint one and one-fourth (1¼) inches wide shall be -left between the sidewalk and the curb.</p> - -<p class='c007'><strong>148.</strong> After the concrete laying is completed it shall be protected -from use or injury until the concrete is set hard enough to withstand -travel, and it shall be kept continuously damp for at least five days -after the concrete is laid.</p> - -<p class='c007'><strong>149. Weather.</strong>—Concrete in sidewalks shall not be laid in freezing -weather nor shall frozen materials be used in the work. Completed -work must be securely protected from frost for at least seven days -after the concrete is laid. Any concrete sidewalk that shall become -frozen within that period of time shall be wholly taken up and -replaced with new work, at the expense of the contractor.</p> - -<p class='c007'><strong>150. Regrading.</strong>—Directly after the concrete is completed, -the forms removed, and the work inspected by the engineer, the -space between the outer edge of the sidewalk and the street curb -shall be excavated or filled up and dressed to a plane one inch -below the top of the sidewalk and the top of the street curb; and the -space on the inner side of the sidewalk shall be graded to a plane -one inch below and parallel to the surface of the sidewalk for a -distance of two feet back from the edge of the sidewalk and completed -with a slope of one and one-half to one to the natural surface -of the ground. Where this regrading requires filling up the filling -material, for a depth of four inches from the surface, shall be good, -rich surface soil.</p> - -<p class='c007'><strong>151.</strong> Should any defects due to faulty material or workmanship -develop in the sidewalk within one year after the completion of -the same the contractor shall repair or reconstruct all such defective -places at his expense, doing the work in accordance with these -specifications.</p> - -<p class='c007'><strong>152. Measurement and Payment.</strong>—Concrete sidewalk will be -measured and paid for by the square foot of completed sidewalk -surface, and the unit price per square foot shall cover the entire -cost of the work, including grading, drainage work, all material -and labor, forms, and the regrading or dressing up after the completion -of the concrete work; except that the drain pipe used will be -paid for per linear foot at the price named in the contract which -price shall cover the cost of furnishing and putting the pipe in -place complete.</p> - -<div class='chapter'> - <span class='pageno' id='Page_89'>89</span> - <h2 class='c005'>PART II<br /> <span class='large'>INSTRUCTIONS TO INSPECTORS ON STREET PAVING WORK</span></h2> -</div> - -<div> - <span class='pageno' id='Page_91'>91</span> - <h3 class='c003'>INTRODUCTORY NOTE</h3> -</div> - -<p class='c006'>Any general code of instructions for inspectors on street paving -work must necessarily be little more than tentative or suggestive, as -applied to any one city.</p> - -<p class='c007'>That here presented is intended for use in connection with the -specifications in Part I of this book. Different specifications might -make necessary many changes in the instructions that follow. The -local or special conditions in any city might also make them inapplicable -without material modifications and additions.</p> - -<p class='c007'>The author believes that in every city where considerable street -pavement work is prosecuted and a number of inspectors employed -on such work, some such code of instructions to inspectors should be -formulated and used. Even where the inspectors are of high character -and fully competent, the adoption of a system of rules and regulations -relating to their work will tend to unify procedure, prevent -misunderstandings and promote good discipline.</p> - -<p class='c007'>The preparation of such a code of instructions requires no little -time and thought, especially where there are no precedents to suggest -what is needed, or to be used as rough patterns. It is with the -hope that the code here presented may be found useful in this way, -even though it may be not appropriate for adoption in any given -city, that it is offered to municipal engineers.</p> - -<h3 class='c003'>GENERAL REMARKS ABOUT INSPECTION AND INSPECTORS</h3> - -<p class='c006'>The necessity of having competent and honest inspectors upon -any public work during its construction need not be here argued. It -is generally understood and recognized in the case of work carried -out by contract. Where the contractor is incompetent, careless or -unreliable, inspection is absolutely necessary if good work is to be -secured. Even where the contractor thoroughly understands his -business and intends to faithfully comply with the specifications and -to do all his work in a proper manner, the inspector cannot safely -be dispensed with. The contractor cannot at all times be on -the work; whatever may be his intention and instructions, foremen -and laborers cannot be depended upon to exercise the proper -<span class='pageno' id='Page_92'>92</span>care and judgment, even where they have no inclination, motive -or interest to do otherwise, which is not always the case. It seems -to be deeply and almost irradicably fixed in the mind of the average -foreman on municipal work that he is expected to show his ability -and skill by evading or circumventing the strict requirements of the -specifications and the watchfulness of the municipal agents, whatever -his employer may <i>say</i> to the contrary. Even when fairly careful, -honest and conscientious he may need friendly oversight. He is -naturally and properly anxious to save all the money he can for his -employer, whether from a desire to loyally serve that employer’s -interest, or to enhance his reputation for doing work cheaply. He -may not appreciate the importance of minor requirements of the -specifications and may believe they can be ignored without real -detriment to the utility of the completed work. Like other men he -may sometimes be careless or forgetful, however good his intentions.</p> - -<p class='c007'>These human qualities are not confined to foremen on <i>contract</i> -work. They are liable if not likely to be found in the foremen on -work done for the municipality by the direct, or day’s work system. -They may be encouraged by the impression or belief that they will -not be held by the municipal authorities to as strict an observance or -accountability as they would be if the work were being done by a -contractor—which is too often true. The absence of some of the -motives of foremen employed by contractors is, therefore, not a -sufficient reason for dispensing with inspectors on work done by the -city direct.</p> - -<p class='c007'>It should be trite to say that inspectors should be chosen with -some regard to their qualifications for the work they are expected to -do. One cannot, of course, expect to secure experts for such positions -at the rate of compensation usually paid; but it is reasonable -to require that an appointee to such positions shall possess the following -qualifications:</p> - -<p class='c007'>That he shall be honest, trustworthy and loyal.</p> - -<p class='c007'>That he shall be a man of at least average intelligence and common -sense.</p> - -<p class='c007'>That he shall have some practical knowledge of or experience in -the work he is employed to inspect.</p> - -<p class='c007'>That he shall be a man of good personal habits.</p> - -<p class='c007'>That he shall be habitually punctual, industrious, and alert, and -shall possess a fair share of that quality commonly called “backbone.”</p> - -<p class='c007'>It will not, I am sure, be denied that a very large number of the -<span class='pageno' id='Page_93'>93</span>inspectors found upon municipal public work fall short in one or more -of these qualifications.</p> - -<p class='c007'>Inspectors who habitually expect or accept compensation or gratuities -from the contractor violate the first requirement, and their -number is astonishingly large. These are useless, or worse than useless, -to the municipality. There are not a few contractors who will -take advantage of the presence on the work of such inspectors to do -things that they would not do if thrown wholly on their own honor -and responsibility. Contractors can hardly be blamed for expecting -some compensation for the money thus exacted or accepted by the -inspector from them.</p> - -<p class='c007'>The requirement that the appointee shall have some practical -knowledge of and experience in the work he is expected to do, -while often disregarded, is of real importance. Good workmanship -embraces many small details that are essential, and inferable from -the specifications, but cannot be stated at length therein, and the -inspector should have a good working knowledge of these.</p> - -<p class='c007'>Unfortunately, large numbers of inspectors are employed for -personal or political reasons, or because more competent men are -not available. They know little or nothing from practical knowledge -and experience about the work they are assigned to inspect. Efficient -service cannot be expected from such, even if they possess -the other necessary qualifications. The obvious remedy, where a -sufficient number of qualified inspectors cannot be obtained at -call, would be to train up a permanent force by having the promising -tyros serve a sufficient apprenticeship under older and more experienced -inspectors; but this is seldom done.</p> - -<p class='c007'>Inspectors, whether appointed by the engineer in charge or not, -should be absolutely under his control, including the power of -dismissal without unnecessary formalities. Where they are under -civil service regulations and can be dismissed only upon charges -and after a hearing before some third person, the obstacles in the -way of promptly getting rid of an incompetent or unfaithful inspector -are often so great as to be discouraging if not deterrent. He may -be clearly below a reasonable standard of honesty or efficiency but -it may be very difficult to formulate distinct charges and support -them with positive evidence. Thus, one may be morally certain -that an inspector is accepting gratuities from a contractor, but -unable to prove it by legal evidence. If in such cases the judgment -and integrity of the responsible engineer cannot be trusted, he is -not fit, himself, for the position he occupies.</p> - -<p class='c007'><span class='pageno' id='Page_94'>94</span>The question of how much authority and power shall be given -to the inspector is always a troublesome one. If he be too much -limited or restricted, he cannot properly discharge his duties or -command the necessary respect from the contractor and his employees; -if he be given too much authority and is disposed to be arbitrary -or unreasonable, the contractor may be unjustly treated. So far -as the definite requirements of the specifications are concerned there -can usually be no room for going astray, but in the numberless -little details not specifically covered in the specifications, or where -their language and intent is not clear, differences and disputes may -result which require a degree of knowledge and judgment that the -inspector may not possess, and where his decisions might be against -the interests of the municipality or unjust to the contractor. In -such cases the matter should always be referred to the engineer -or his assistant.</p> - -<p class='c007'>Where inspectors are employed upon work done directly by the -municipality the relation between them and the superintendent -or foreman should be clearly defined and understood. Briefly -stated, this relation should be the same as that between the inspector -and the contractor on contract work.</p> - -<h3 class='c003'>INSTRUCTIONS FOR THE GUIDANCE OF INSPECTORS ON STREET PAVING AND INCIDENTAL WORK</h3> -<h4 class='c014'>GENERAL</h4> - -<p class='c015'><strong>1.</strong> The chief duty of the inspector is to see that the work to which -he is assigned shall be carried out in full and strict accordance with -the plans and specifications therefor, and with such additional -instructions as may from time to time be given by the engineer.</p> - -<p class='c007'><strong>2.</strong> These instructions are intended to supplement but in no case -to take the place of the specifications for the work, which must be -fully and strictly complied with, unless they are changed or modified -by the engineer.</p> - -<p class='c007'><strong>3.</strong> Wherever the words “<i>the engineer</i>” are used in these instructions -they refer to the chief engineer in charge of the work for the -municipality, or his authorized deputies or agents.</p> - -<p class='c007'>Wherever the words “<i>the contractor</i>” are used they refer to the -person, or firm, or corporation under contract to perform the work -to which you are assigned, or his agents or employees engaged upon -the work.</p> - -<p class='c007'><span class='pageno' id='Page_95'>95</span><strong>4.</strong> You will report to and be under the exclusive direction and -control of the engineer.</p> - -<p class='c007'><strong>5.</strong> Upon being assigned to any work you will obtain copies of -the plans and specifications under which it is to be done, and will -carefully read and acquaint yourself with all their provisions and -requirements. If any part of these plans and specifications are not -clearly understood by you, you will ask the engineer for explanations -and instructions, and will be governed thereby. Failure to understand -or to be familiar with the plans and specifications will in no -case be accepted as an excuse for not complying with and enforcing -them.</p> - -<p class='c007'>You will also obtain, study and familiarize yourself with all the -blank forms, reports, etc., that are to be used by you on the work, -so that they may be correctly utilized; you will also obtain a proper -supply of such apparatus, tools, stationery, etc., as you will need -upon the work.</p> - -<p class='c007'><strong>6.</strong> In inspecting any work done under contract you are to assume -that the contractor is bound to carry out in good faith the plans and -specifications attached to his contract, and that he may be, and must -be, held to a strict compliance with them unless you receive instructions -to the contrary from the engineer. You will be held responsible -for the enforcement of these plans and specifications so far as -they relate to the doing of the work.</p> - -<p class='c007'><strong>7.</strong> In case the contractor or his agents shall neglect or refuse to -comply with the plans and specifications or to perform the work in -a proper manner, or in accordance with the instructions of the engineer, -you will direct him to suspend the particular work in fault -and will report all the facts promptly to the engineer and await his -instructions, which, when received, you will proceed to enforce.</p> - -<p class='c007'><strong>8.</strong> You will be expected to be upon the work at all times when -work is in progress, whether during ordinary working or office hours, -or not. But in case the contractor shall work continuous day and -night forces, or otherwise so conduct the work as to require the presence -of an inspector for unusual or unreasonable hours of service, -you will notify the engineer and ask instructions or assistance. If -for any reason you are to be unable to be present whenever work is -in progress you will promptly notify the engineer in time to enable -him to supply a substitute.</p> - -<p class='c007'><strong>9.</strong> All reports and records required of you by the engineer must -be promptly made up and forwarded to him at the time and in the -manner he may direct. You will promptly acknowledge in person -<span class='pageno' id='Page_96'>96</span>or writing any instructions received from the engineer and in case -such instructions are not clearly understood by you, you will ask -for explanation or advice.</p> - -<p class='c007'>You will keep a notebook or diary in which all occurrences or -matters of interest relating to the work will be recorded each day, -which book will be delivered to the engineer on the completion of -the work, or whenever your connection therewith may end. All -diaries, notebooks and records kept on the work are the property -of the city.</p> - -<p class='c007'><strong>10.</strong> While your first duty is to see that the work is done in accordance -with the plans and specifications, you will, so far as consistent -with this duty, be considerate of the interests of the contractor and -facilitate his work as much as practicable. Materials should be -inspected promptly upon delivery and in such a manner as not to -delay or discommode the contractor more than is necessary. Errors, -defects or delinquencies in the work should be detected and called -attention to promptly, so as to avoid tearing up and re-construction -as far as practicable.</p> - -<p class='c007'><strong>11.</strong> Orders and instructions should be given to the contractor or -his foremen or representatives on the work and not to the laborers, -unless in urgent cases.</p> - -<p class='c007'><strong>12.</strong> You shall not at any time, before, during, or after the completion -of the work, ask or accept from the contractor or any of his -agents or employees, or from any other person whom you may have -reason to believe is acting for the contractor, any money, gifts, -gratuities or other considerations of value, whether as compensation -for services rendered him or otherwise. The penalty for violation -of this rule will be dismissal from the service followed by such -legal prosecution as the engineer may direct. This rule does not -apply to the ordinary small courtesies common between gentlemen -associated in business.</p> - -<p class='c007'><strong>13.</strong> It is a condition of your employment that your services shall -be loyal to the interests of the municipality, efficient, and satisfactory -to the engineer, and that whenever in his opinion your -service falls short of this standard he may dismiss you at any time, -without previous notice.</p> - -<h3 class='c003'>STREET PAVING WORK</h3> - -<p class='c006'><strong>14. Sub-foundation.</strong>—The usual procedure in preparing the sub-foundation -for a pavement is:</p> - -<p class='c007'>The removal of the old pavement if one exists on the street.</p> - -<p class='c007'><span class='pageno' id='Page_97'>97</span>The setting of new or the resetting of the old curbing. (If concrete -combined curb and gutter is used it is not constructed until -after the rough grading is done.)</p> - -<p class='c007'>The rough grading of the street.</p> - -<p class='c007'>The fine grading of the street.</p> - -<p class='c007'>In this work the main things for the inspector to look after are -the following:</p> - -<p class='c007'>If an old pavement is to be taken up and any part of it is to be -reserved for use by the city, see that the material is not injured in -handling and is disposed of as the specifications or the instructions -of the engineer require.</p> - -<p class='c007'><strong>15. Curbing.</strong>—New curb stone should be inspected as soon as -practicable after it is delivered on the street so that the contractor -may have time to replace any that may be rejected. Rejected -stones should be plainly marked on their tops with red paint, and -the contractor required to remove them from the street. Stones -that are defective in dressing should be given some distinctive mark -and the attention of the contractor called to them so that the -necessary redressing may be done well in advance of the setting, -and reinspected.</p> - -<p class='c007'>If the old curb stone is to be redressed and reset, it should be -inspected as soon as possible after it is taken out and all stones that -are not suitable for re-use rejected and removed from the work. -The redressing of the stones should be looked after carefully. The -tendency in this work is toward the use of old stones that do not, -or cannot be made to comply with the specifications, and toward -laxity in the dressing.</p> - -<p class='c007'><strong>Setting Curbing.</strong>—In the setting of curbing the points to be -looked after are:</p> - -<p class='c007'>To see that the trenches are excavated to the full dimensions so -as to provide space for the use of the full quantity required of concrete, -gravel or broken stone in which the curb is to be embedded.</p> - -<p class='c007'>To see that the stones are set to true grade and alignment.</p> - -<p class='c007'>That the concrete, gravel or crushed stone used is of the proper -quality, the proper quantity used, and that it is placed and compacted -so as to fill the spaces designated under and around the -stone. The tendency of the workmen is to treat these details as -unimportant and to slight the work.</p> - -<p class='c007'>After the curbing is set any spaces between it and the edge of the -sidewalk are to be cleaned out, filled and trimmed with Portland -cement mortar.</p> - -<p class='c007'><span class='pageno' id='Page_98'>98</span><strong>16. Rough Grading.</strong>—If plows and scrapers are used in the rough -grading, see that they are not allowed to penetrate or to disturb -the natural soil below the true grade, and to prevent this it is better -to require that the plowing and scraping shall not approach nearer -than one or two inches to the true grade.</p> - -<p class='c007'>If embankment or filling is necessary, the filling material must -be deposited in regular layers not more than six inches deep and -each layer must be well compacted by rolling or ramming before -the next layer is applied.</p> - -<p class='c007'><strong>17. Fine Grading.</strong>—The fine grading (with pick or mattock and -shovel), to bring the sub-grade to the true grade and contour required, -should be done with reasonable accuracy and care. Allowance -must be made for compression under the roller, so that when -completed the surface shall not vary more than half an inch below -nor more than a quarter of an inch above the true grade, in order -that room for the full thickness of concrete foundation may be provided, -and no more. Humps, depressions and irregularities of the -surface are to be avoided. The fine grading will be completed by -thoroughly rolling or tamping the surface to make the soil firm and -dense. On some soft or wet, clayey soils, excessive rolling may produce -a plastic or “liver-like” condition and the rolling should be -discontinued where such a tendency appears.</p> - -<p class='c007'><strong>18. Work Incidental to Grading.</strong>—Where it is a part of the contractor’s -work to reconstruct or readjust catch basins, manholes, -covers, and other structures, he should be required to keep this -work done well in advance of the laying of the concrete foundation. -If this work is delayed until after the main body of the concrete -is in place, leaving openings to be filled later, hurriedly and -perhaps carelessly, it may result in weak patches in the concrete -around these structures, where, in fact, the concrete should be -strongest.</p> - -<h4 class='c014'>CONCRETE FOUNDATIONS</h4> - -<p class='c015'><strong>19.</strong> The concrete foundation of a pavement is a most important -part of the work, and must not be slighted in any way.</p> - -<p class='c007'><strong>20. Quality of Materials.</strong>—The quality of the materials used for -making the concrete are fully described in the specifications, and they -must be substantially and uniformly adhered to.</p> - -<p class='c007'>The Portland cement delivered on the street will presumably have -been previously inspected and accepted by the engineer, but any -change in the kind, or brand, or apparent quality of the cement delivered -<span class='pageno' id='Page_99'>99</span>after the beginning of the work should not be permitted without -the approval of the engineer. Barrels or bags of cement not -plainly marked with the brand, or name of the manufacturer must be -rejected. You will frequently make balls of stiff mortar from the -cement and sand used (1 part cement, 2 parts sand) and set them -aside for observation. If in eight hours these balls do not set up -hard the fact should be promptly reported to the engineer.</p> - -<p class='c007'>The sand and stone will naturally vary slightly from time to time, -but should not differ materially from the requirements of the specifications -or the standards adopted by the engineer. Stone or gravel -that contains any considerable quantity, say more than 5%, of -foreign matter, such as soil or refuse, should be rejected. Stone -containing an excessive quantity of fine fragments or screenings -bunched together in the pile, should be mixed with the mass of -larger stone before it is used, so as to produce a mass of fairly even -composition. Stone that is coated with mud, or that is not sound -and hard should be thrown out.</p> - -<p class='c007'>Sand that is moderately coarse and does not contain more than -7½% of clay or soil, and is free from vegetable refuse, may be used.</p> - -<p class='c007'><strong>21. Storing Materials.</strong>—Cement stored on the street must be -stacked up on dry lumber floors at least four inches from the ground -and effectually covered to protect it from rain or snow. Packages of -cement which, when turned out for use contain hard lumps should be -rejected.</p> - -<p class='c007'>Sand and stone must be stored on tight lumber floors to prevent -their admixture, when being shoveled up, with street soil or other -impurities. This requirement must be enforced.</p> - -<p class='c007'><strong>22. Proportioning Concrete.</strong>—The proportions of cement, sand -and stone or gravel named in the specifications must be strictly -adhered to.</p> - -<p class='c007'>A barrel of Portland cement will be considered as four cubic -feet and a standard bag of cement as one cubic foot.</p> - -<p class='c007'>It is usual for the contractor to measure the sand and stone by -wheelbarrow loads. In that case you will measure and determine -the capacity, in cubic feet, of the convenient or average wheelbarrow -load, and determine the size and number of loads each of sand and -stone required for one batch of concrete (if made by hand) and thereafter -see that the quantities thus determined are used, and the wheelbarrow -loading uniform. To measure the contents of a wheelbarrow -load, use a square box holding one cubic foot. It cannot be -accurately measured on the barrow.</p> - -<p class='c007'><span class='pageno' id='Page_100'>100</span>As a check upon the proportioning of materials, you should occasionally -keep a record of the quantities of cement, sand and stone -used for, say, one or two hours, and mark and measure up the quantity -of concrete made with them, and from this data compute the -ratios of the materials used. (In ordinary street concrete, proportioned -1:3:6, the volume of rammed concrete made will just about -equal the volume of the stone used.)</p> - -<p class='c007'>Where the concrete is mixed by a machine with automatic feeding -devices, reliance must not be placed upon the machine for proper -proportioning. Frequent tests of the materials used and the volume -of concrete turned out should be made as described above, and any -necessary corrections made in the feeding devices of the machine. -This test should be made daily if practicable. The eye will usually -detect any material change in the composition of the concrete, and -whenever such changes are observed the composition ought to be at -once checked up by measurement.</p> - -<p class='c007'><strong>23. Mixing Concrete.</strong>—See that the specifications are followed. -Use sufficient water to make what is commonly called a wet concrete -but not so wet that free water will drain from the mixed batch -before ramming. The test for proper mixing will be that all the -fragments of stone are completely covered with mortar.</p> - -<p class='c007'><strong>24. Placing Concrete on Street.</strong>—All concrete must be placed -and rammed before it begins to stiffen or set. Concrete should be -so handled that the mortar will segregate or separate from the -stone as little as possible. When in place on the street it should -make a mass of uniform consistency and appearance. The concrete -should, as soon as placed on the street, be graded to a proper thickness -and surface, and then well compacted by ramming. Insist -on good ramming; this part of the work is not often properly done. -The surface of the concrete should be brought to the true grade -by proper grading and tamping. Where necessary to raise the -surface, additional concrete, made of small stone, may be applied -during the tamping. Neat mortar should not be used for this -purpose. Sweeping mortar over the surface with street brooms -should not be permitted—it is useful only to cover up defects and -to produce an extra smooth surface (which is not usually desirable). -To measure the thickness of the bed of concrete, lay a straight-edge -upon the surface with the end of the straight-edge projecting a -foot or two beyond the edge of the concrete, and measure the space -from the lower edge of the straight-edge down to the sub-foundation.</p> - -<p class='c007'>Care must be taken to finish the surface of the completed concrete -<span class='pageno' id='Page_101'>101</span>at the proper distance below and truly parallel to the grade and contour -of the finished pavement. This is more important in the case -of sheet asphalt pavements, since irregularities in the concrete will -cause variation in the thickness of the finished asphalt surface, -which will affect the durability of the pavement. The grade -stakes for the concrete should therefore be carefully set and worked -to, and humps or depressions between the stakes should be avoided.</p> - -<p class='c007'><strong>25.</strong> In hot, dry, weather the concrete must be kept damp by -watering it until it is at least five days old, and horse-travel over it -must be prohibited until it has set up hard enough not to be injured -thereby.</p> - -<p class='c007'><strong>26. Old Paving Stone Foundations.</strong>—If a foundation is to be -made of old paving stone blocks reset, the important points to be -looked after are,</p> - -<p class='c007'>The preparation of the sub-foundation.</p> - -<p class='c007'>The sand bed.</p> - -<p class='c007'>The setting of the blocks.</p> - -<p class='c007'>The grouting of the blocks.</p> - -<p class='c007'>The sub-foundation should be prepared, where necessary, as -stipulated in Sects. 16 and 17 of these instructions. This part of -the work is likely to be carelessly done unless proper work is insisted -upon.</p> - -<p class='c007'>The sand used as a cushion course must be of good quality and -reasonably clean. The use of mixed sand and soil taken from the -street excavation should not be permitted.</p> - -<p class='c007'>The blocks, after being cleaned from adhering dirt, should be -set with reasonable care, well bedded in the sand cushion, and laid -at such an elevation below the completed pavement surface, that -after being well rammed, the surface will be at the proper elevation -below the pavement datum.</p> - -<p class='c007'>The grouting of the joints is the most important part of the work. -See that the mortar is made and used in accordance with the specifications, -and that the joints are completely filled.</p> - -<p class='c007'><strong>27. Broken Stone Foundations.</strong>—The specifications for broken -stone foundations are sufficiently explicit, and compliance should -be insisted upon. Thorough rolling is especially important.</p> - -<h4 class='c014'>SHEET ASPHALT PAVEMENTS</h4> - -<p class='c015'><strong>28.</strong> The manufacture of the mixture for sheet asphalt pavement, -and the laying of it on the street, involve a number of separate -elements or operations. The quality and durability of the pavement -<span class='pageno' id='Page_102'>102</span>will depend largely upon the skill, intelligence and accuracy -with which each and all parts of the work are carried out. The -inspector, both at the mixing plant and on the street, must give -constant and intelligent attention to the work.</p> - -<p class='c007'><strong>29. Inspecting at Paving Plant.</strong>—Inspectors at the plant where -the asphalt paving mixture is made will be provided with the following -apparatus:</p> - - <dl class='dl_1'> - <dt>1</dt> - <dd>nest of standard sieves, Nos. 10, 30, 50, 80, 100 and 200 - </dd> - <dt>2</dt> - <dd>thermometers for sand - </dd> - <dt>1</dt> - <dd>tank thermometer - </dd> - <dt>2</dt> - <dd>standard flow-plates and one dozen cartridges for same - </dd> - <dt>1</dt> - <dd>balance for weighing sand - </dd> - <dt>6</dt> - <dd>dishes, glass or porcelain, 4 inches in diameter. - </dd> - </dl> - -<p class='c007'><strong>30.</strong> The more important things for the Plant Inspector to watch -during the manufacture of asphalt paving mixture are:</p> - - <dl class='dl_1'> - <dt><i>a.</i></dt> - <dd>Quality and grading of the sand. - </dd> - <dt><i>b.</i></dt> - <dd>Temperature of heated sand. - </dd> - <dt><i>c.</i></dt> - <dd>Uniform quality of the refined asphalt and flux. - </dd> - <dt><i>d.</i></dt> - <dd>Temperature of melted bitumens. - </dd> - <dt><i>e.</i></dt> - <dd>Uniform consistency of asphaltic cement. - </dd> - <dt><i>f.</i></dt> - <dd>Correct ratios of sand and asphaltic cement. - </dd> - <dt><i>g.</i></dt> - <dd>Thorough mixing of materials. - </dd> - </dl> - -<p class='c007'><strong>31. Sand.</strong>—The general quality and grain-size of the sand, required -by the specifications, must be closely watched and adhered to.</p> - -<p class='c007'>It is hardly ever possible to secure a natural sand that will conform -strictly to the theoretical composition, but <i>substantial</i> compliance -should be required unless the Chief Engineer directs otherwise. -After any sand has been approved for a given contract or -street, all the sand thereafter used for that street should conform -closely to the standard so approved; for any material change in -the quality of the sand will change the quality of the pavement produced, -unless the proportions of the other materials are changed -accordingly. Any material change in the sand should therefore be -promptly reported to the Chief Engineer.</p> - -<p class='c007'><strong>32.</strong> Sand for the sieve tests should be taken from the hot-sand -box and allowed to become cold. From the sample thus taken, -weigh out 50 grams. Arrange the nest of sieves with the No. 200 -at the bottom followed by Nos. 100, No. 80, No. 50, No. 30 and -No. 10 at the top.</p> - -<p class='c007'>Place the weighed sample upon the No. 10 sieve and thoroughly -shake the nest until all the sand that will, has passed through the -<span class='pageno' id='Page_103'>103</span>various sieves; then weigh the various portions, beginning with that -which has passed the No. 200 (deducting in each case the weight of -the dish). The portion <i>remaining</i> on the No. 200, is the quantity -<i>passing</i> the No. 100, etc. The sum of all these portions should be 50 -grams, though it will usually be slightly less because of unavoidable -waste. In use, keep the sieves clean and as free as possible from -adhering grains by using a bristle brush.</p> - -<p class='c007'><strong>33. Temperature of the Sand.</strong>—The temperature of the heated -sand should be frequently noted by plunging the thermometer into -the mass. It should not fall below 315° F. nor exceed 375° F. It is -very important to avoid over-hot sand, because, in the mixer, the -very thin films of bitumen covering the hot-sand grains are readily -and quickly scorched by the excessive heat in the sand.</p> - -<p class='c007'><strong>34. Refined Asphalt and Fluxing Oil.</strong>—Unless otherwise notified -by the Chief Engineer you will assume that the stock of refined -asphalt on hand at the beginning of the work has been inspected and -is satisfactory. You will, however, note the appearance of the -material and the character and marking of the barrels or packages, -and will not permit the use of any new shipments of materials of -different appearance or brand without authority from the Chief -Engineer. The above instructions apply also to the oil used for -fluxing.</p> - -<p class='c007'><strong>35. Ratio of Asphalt and Flux.</strong>—You will frequently note and -record the weight of asphalt and of flux used in charging the melting -tanks.</p> - -<p class='c007'><strong>36. Temperature in Melting Tanks.</strong>—The melting kettles are -usually equipped with fixed thermometers, but their reading should -be frequently checked with your detached tank thermometer. You -will see that the temperatures in the kettles are kept within the limits -named in the specifications. See that the melted asphaltic cement -is kept constantly agitated as required by the specifications.</p> - -<p class='c007'><strong>37. Uniformity of Asphaltic Cement.</strong>—It is very important that -the asphaltic cement shall be of uniform composition and consistency, -or hardness.</p> - -<p class='c007'>When the composition and consistency of the asphaltic cement to -be used for the surface-course of any street has been determined -upon and approved by the engineer, you will take out and preserve -a sufficiently large quantity to be used thereafter as a standard, and -each subsequent tank of cement, before it is used, should be tested -by comparing it with this standard in the following manner, using -the flow-plate apparatus:</p> - -<p class='c007'><span class='pageno' id='Page_104'>104</span>Melt and fill two cartridges with the standard cement, and two -with the cement to be tested, marking them for identification. -When cold, carefully remove with a wetted dull knife any surplus -cement from the ends of the cartridges so as to leave them exactly -full and the metal ends clean. Immerse them in cold water until -they are all of the same temperature. Then place and fasten these -filled cartridges on the grooved plate with their lower ends exactly -to the zero line on the plate, the standard samples alternating with -the new. Then place the plate, at an inclination of about 45°, in -front of a source of uniformly distributed heat, as, for instance, near -a steam boiler or large steam pipe, or (when the weather is favorable) -in the sunshine, facing the sun. Leave the plate in this position until -the bitumen in the cartridges shall have melted and flowed down -the grooves an average of from four to five inches. Then measure -the lengths of flow of each from the zero line on the plate. If the -average flow of the new samples differs more than 5 per cent. from -that of the standards, the new cement should be regarded as unsatisfactory -and should be corrected by adding more asphalt or flux, -as may be required.</p> - -<p class='c007'>(If a <i>penetration apparatus</i> is supplied or is available, the penetration -method may be used instead of this flow-method for determining -the consistency of the cements. Proper instructions for -its use will accompany the apparatus.)</p> - -<p class='c007'><strong>38. Ratio of Sand and Cement.</strong>—When the proper ratio of sand -and asphaltic cement has been determined for any street you will -see that this ratio is carefully adhered to. The correctness of the -weighing scales used should be frequently tested.</p> - -<p class='c007'><strong>39. Mixing.</strong>—When the sand and asphaltic cement are properly -mixed the appearance of the mass will be perfectly uniform throughout, -with every grain of sand entirely and evenly coated with cement. -The mixing should, however, be continued somewhat beyond the -attainment of this condition, so as to insure thoroughness. After -the proper result has been arrived at, either the <i>time</i> in the mixer, -or the <i>number of revolutions</i> of the mixer shaft should be noted and -the standard thus determined substantially adhered to thereafter. -With the standard mixers commonly used, the hot sand and the -filler (dust) should first be put into the mixer and mixed for about -fifteen seconds; then the asphaltic cement added and the mixing -continued as long as necessary (in the usual mixer not less than sixty -seconds).</p> - -<p class='c007'><strong>40. Records.</strong>—You will keep complete records of the results of -<span class='pageno' id='Page_105'>105</span>your observations and tests in a book which will be provided for the -purpose, and will make such reports to the Engineer as he may direct.</p> - -<p class='c007'><strong>41. Inspection on the Street.</strong>—The leading things to be kept in -mind by the street inspector, in the laying of asphalt pavement on -the street, are the following:</p> - - <dl class='dl_1'> - <dt><i>a.</i></dt> - <dd>Temperature of mixtures when applied to the street. - </dd> - <dt><i>b.</i></dt> - <dd>Proper preparation of the street surface before material is laid. - </dd> - <dt><i>c.</i></dt> - <dd>Laying and rolling of the binder-course. - </dd> - <dt><i>d.</i></dt> - <dd>Laying of the surface-course. - </dd> - <dt><i>e.</i></dt> - <dd>Rolling the surface-course. - </dd> - </dl> -<p class='c007'><strong>42. Inspector’s Equipment.</strong>—The inspector will be supplied with -the following apparatus:</p> - - <dl class='dl_2'> - <dt>1</dt> - <dd>armored thermometer reading from 200° F. to 500° F. - </dd> - <dt>1</dt> - <dd>graduated spatula. - </dd> - <dt>1</dt> - <dd>twelve-foot straight-edge. - </dd> - <dt>1</dt> - <dd>fifty-foot tape line. - </dd> - </dl> - -<p class='c007'><strong>43. Temperature of Mixture.</strong>—If proper care has been taken at -the mixing plant the mixture will not arrive on the street at too high -a temperature, and your principal care will be to see that it is not -laid at too low a temperature. The minimum temperature named -in the specifications should be adhered to. While the main or interior -mass of a wagon load may be well above that temperature, the top -and outer part of the load may be, particularly in cold weather, too -cold to be safely used. Some of this colder portion may usually be -sufficiently reheated by mixing it with the hotter material, if properly -handled in unloading; but any material that is so cold as to be -lumpy when unloaded, or, more particularly, when being raked out, -should be discarded. This applies to both surface and binder -mixtures.</p> - -<p class='c007'>It must not, however, be overlooked that the different kinds -of asphalts have different appropriate working temperatures, and -for some asphalts the minimum temperature named in the specifications -may be too low. The best practical guide is the manner in -which the mixture behaves in raking. It must always be so hot -that it will, under the rake, break up into a uniform, crumbling -or powdery mass. If it does not do this it is (unless the mixture is -excessively rich in bitumen or improperly compounded) too cold.</p> - -<p class='c007'><strong>44. Preparation of Street Surface.</strong>—Before the binder-course is -laid, all loose material, rubbish, street dirt and other matter foreign -to the concrete surface must be removed and the concrete surface -<span class='pageno' id='Page_106'>106</span>swept, if necessary, to properly clean it, with street brooms. Neither -binder nor surface mixture shall be laid upon wet surfaces. Before -the spreading of the surface mixture on the binder the latter must -be cleaned of all foreign matter and, if necessary, swept. If the -binder is covered with mud from wagons or other travel, the surface -must be scrubbed clean. Any part of the binder-course that may -have become broken or loosened before the surface-course is applied -must be taken up and new material laid in its place with the same -care as the original.</p> - -<p class='c007'><strong>45. Laying Binder-course.</strong>—The binder mixture must be carefully -spread and raked to such thickness that after being rolled -it will present an even, true surface not varying more than one-fourth -inch from the intended finished surface of the binder. The -tendency is to lay the binder-course carelessly and to roll it insufficiently. -Nearly the same care in raking and rolling as for the -surface-course, should be insisted upon. If the binder is not thoroughly -compressed before it becomes cold it is likely, in future hot -weather, to soften and yield under heavy travel and thus to start -depressions in the pavement which will increase with time.</p> - -<p class='c007'><strong>46. Laying the Surface-course.</strong>—The requirements of the specifications -should be rigidly enforced in the laying of the surface-course. -Joints against a cold edge of previously laid surface must be cut -back until solid, fully compressed material of full thickness is reached, -and the raw edge completely but thinly painted with liquid paving -cement or pitch. No masses or fragments of cold mixture, whether -of binder or surface, must be allowed to remain on the surface of -the binder in advance of the placing of the surface-course, to be -covered up by the latter. Such cold masses will not be compressed -by the roller, but will later, under a hot sun and heavy travel, -yield and start depressions in the pavement. The raking out -requires to be properly and skilfully done. The tines of the rakes -must penetrate to the binder, so that the raked material will be a -uniform mass from top to bottom.</p> - -<p class='c007'><strong>47. Rolling.</strong>—You will insist upon the rollers being placed upon -the freshly raked surface just as soon as the material will bear them -without being squeezed out or displaced laterally. The tendency -is to keep the rollers off too long, thus permitting the chilling of -the surface and preventing its proper compression. Do not take -the contractor’s word as to how soon the rolling may be begun, -but have trials made until you are able yourself to judge. The -rolling by the heavy roller should be very thorough: keep the roller -<span class='pageno' id='Page_107'>107</span>at work constantly until the surface is too cold to be impressed. -In operating the roller lengthwise of the street begin at the gutters -and work toward the center of the street. Cross rolling and diagonal -rolling must be insisted upon wherever the width of the street will -permit it.</p> - -<p class='c007'><strong>48. Proper Thickness and Surface.</strong>—While the completed surface -is still warm enough to permit it, measure the thickness of the -surface-course by forcing the graduated spatula through it to the -binder and noting the depth of penetration. Also test the trueness -of the finished surface with the straight-edge, and if found defective -in either thickness of pavement or trueness of surface, insist on more -careful grading and raking on the further work. Try the completed -gutters with water to see that they are so truly laid that puddles -of water will not stand in them.</p> - -<p class='c007'><strong>49.</strong> Asphalt surface must not be laid when rain or snow is falling, -or so long as the street surfaces are wet. Surface mixture raked out -and caught in a shower before it is well enough rolled to exclude -water must be taken up and discarded.</p> - -<p class='c007'>Unless unavoidable, neither binder nor surface should be laid -when the street surface or the air is below 40° F. As a rule, the lower -the temperature the of air the greater is the care necessary to properly -lay asphalt pavement.</p> - -<p class='c007'><strong>50.</strong> Measure each day the area of pavement laid and record -that, and the quantity (number of batches) of surface mixture used, -and note any lack of uniformity in the area laid per batch.</p> - -<h4 class='c014'>ASPHALT BLOCK PAVEMENT</h4> - -<p class='c015'><strong>51.</strong> You may assume, unless otherwise instructed, that the -Engineer has inspected and approved the general character of the -blocks already delivered for the work, unless their inferiority be -obvious, but you will be expected to observe them carefully as laid -and to reject blocks that vary in dimensions from those permitted by -the specifications, and those that are broken, disfigured or injured. -But during the progress of the work you will note the character of -subsequent deliveries and report to the Engineer any apparent change -in the quality of the blocks.</p> - -<p class='c007'>The more important points to look after in the laying of the -asphalt blocks are: the quality and grading of the mortar bed in -which the blocks are set, and the care and accuracy of the block -setting. The mortar must be of cement and sand in the ratios specified, -<span class='pageno' id='Page_108'>108</span>and sufficient water used to make a medium stiff mortar; the use of -merely moistened powder must not be permitted; and any mortar -that has begun to set up before the blocks are laid and rammed must -be discarded.</p> - -<p class='c007'><strong>52.</strong> In setting the blocks the principal requisites are: that they be -well bedded in the mortar; that they be set so that after ramming their -tops will be accurately in the pavement datum; that they be set and -pressed as closely together as possible, levers or mauls being used to -force them into close contact, both at ends and sides.</p> - -<h4 class='c014'>GRANITE BLOCK PAVING</h4> - -<p class='c015'><strong>53.</strong> Assuming that the foundation has been properly constructed, -the more important things for the inspector to look after are:</p> - -<p class='c007'><i>a.</i> The quality and shape of the blocks.</p> - -<p class='c007'><i>b.</i> The sand cushion.</p> - -<p class='c007'><i>c.</i> The setting of the blocks.</p> - -<p class='c007'><i>d.</i> The ramming of the blocks.</p> - -<p class='c007'><i>e.</i> The filling of the joints.</p> - -<p class='c007'><strong>54. The Blocks.</strong>—Assuming that the general <i>quality</i> of the granite -has been approved, you will need only to observe and reject blocks -made from soft or weathered or otherwise defective stone. Any -material divergence of the blocks from the correct form or from the -sizes specified as permissible will be readily caught by the eye as they -are brought to the street, and they can then be thrown out. The -proper dressing of the blocks is important and should be watched -carefully. While you are not expected to examine each individual -block, close observation of the blocks as they are handled and laid -will enable you to detect and reject those that are materially defective -in shape or dressing; or excessively wide joints will call attention -to these defects as the blocks are set.</p> - -<p class='c007'><strong>55. Sand Cushion.</strong>—The sand used for the cushion bed should be -moderately coarse and must be fairly clean and pure. The tendency -with contractors is to use any dirty sand or sandy loam available on -the street. Such material, especially if it becomes filled with water, -will yield under the blocks and will not support them properly. The -sand bed should not vary materially in thickness. It should be laid -and graded not more than fifty nor less than twenty feet in advance -of the setting of the blocks.</p> - -<p class='c007'><strong>56. Setting of the Blocks.</strong>—The blocks should be delivered in -front of the block setters on the blocks already set. The blocks -must be set in straight courses from curb to curb, the courses running -<span class='pageno' id='Page_109'>109</span>at right angles to the street (except at street intersections). All -the blocks in any one course must be of the same width. Each block -should be so set that the whole of its bed will be seated upon sand. -The usual practice of block setters is to make a bed by drawing the -sand into a small ridge upon which the outer edge of the block is -rested, its weight canting it against the course already laid. This -usually leaves a cavity under the back edge of the block which neither -the subsequent joint filling or ramming closes up, so that the block -may rest permanently on only a part of its bed. The practice is so -fixed with block setters that it will require firmness and persistency -to prevent it, but you should insist that it be so modified as to give -a solid bearing for each block over its whole base.</p> - -<p class='c007'>The blocks must be set solidly against each other so as to make -the joints of the least possible width. Unless close attention is -given to this the joints are likely to greatly exceed the width permitted -by the specifications. Care should be taken that the blocks -are set truly vertical so that their upper face shall be parallel to the -plane of the street. In setting the blocks their straightest and -truest face should be placed upward so as to make the surface of the -pavement as smooth and even as possible. Block setters are often -careless about this.</p> - -<p class='c007'>Ordinarily no grade stakes are set for the surface of the pavement -and templates are seldom used, the block setters using only their eyes -to make the surface conform to the intended contour of the street. -This usually results in the completed street being more or less wavy -and irregular, and in a lack of regular and uniform cross-section in -different parts of the street, often very perceptible to the eye. -Care should be taken to avoid this as much as possible. Straight-edges -and templates, cut to the proper curve for the surface, should -be provided and used.</p> - -<p class='c007'><strong>57. Ramming the Blocks.</strong>—This part of the work is likely to -be slighted unless carefully watched. The important thing is to -have each block equally and sufficiently rammed to bring it to a -firm bearing on the sand, as well as to bring its top to the proper -grade. The rammers will be disposed to touch lightly blocks or -areas which if thoroughly rammed would be driven below the true -surface of the pavement, and subsequent travel may force these -down, making depressions in the surface. It is a very common -practice for the men working the rammers to shirk on this work by -allowing the rammers to fall with little more force than that due to -their own weight. This should be detected and remedied.</p> - -<p class='c007'><span class='pageno' id='Page_110'>110</span><strong>58. Filling the Joints.</strong>—The specifications are quite full and clear -regarding this part of the work and little further need be said.</p> - -<p class='c007'>Care is necessary, whether the joints be filled with gravel and -bituminous cement or with grout, to secure the complete filling of -all the joints. If the weather is cold at the time the work is done, -the gravel filling may become so chilled before the bituminous -cement is poured that it will not flow to the bottom of the joints. -For this reason it is important that the cement be worked at the -highest temperature that it will bear without injury.</p> - -<p class='c007'>If grout filling is used care is necessary to make the mortar of -the right consistency. If too thick it will not flow freely to the bottom -of the joint; if too thin its strength will be materially reduced. -Experiments should be made to determine the proper consistency, -and when this is found, the quantity of water used in making the -mortar should be determined and thereafter measured out for each -batch.</p> - -<p class='c007'>The mortar must be kept constantly stirred until used, otherwise -the sand is likely to settle to the bottom. Whatever filling is used, -a second and sometimes a third pouring will be necessary to completely -fill the joints.</p> - -<h4 class='c014'>BRICK PAVEMENT</h4> - -<p class='c015'><strong>59.</strong> The matters requiring most attention in the construction of -brick pavement (assuming that the foundation is in place) are the -character and quality of the brick, the sand cushion, the setting of -the brick, and the filling of the joints between the brick.</p> - -<p class='c007'><strong>60. Inspecting the Brick.</strong>—The examination, testing and acceptance, -in a general way, of the brick to be used for the work will -be made in the engineer’s office, and your duty will be confined in -this matter to seeing that the brick delivered and used are in accordance -with the standard established and the general requirements -of the specifications. You can best inspect the brick as they are -being laid or after they have been laid, and before the surface has -been rammed or rolled. Presumably the brick-setters will discard -most of the unsuitable brick during the progress of their work, -particularly if they are given to understand distinctly the defects -that will cause rejection.</p> - -<p class='c007'>As the setting is completed, go carefully over the surface of the -pavement and mark plainly all the bricks that are to be removed -for defects and see that all such are taken out and replaced with -<span class='pageno' id='Page_111'>111</span>good brick. The principal defects that should be observed are: -soft or underburned bricks; those that are warped or deformed -so that they will not fit closely to their neighbors, or have warped -or ill-shaped tops; those that are broken or chipped or show injurious -cracks, and those that are perceptibly wider or narrower than their -neighbors in the same course.</p> - -<p class='c007'>Soft or underburned brick may be detected with most certainty -by having the contractor wet the surface of the pavement by -sprinkling. The soft brick will absorb more water and remain -damp longer than the hard brick and can thus be readily detected. -This test can be applied, however, only to pavements the joints of -which are to be filled with grout, as bituminous filling should not -be applied to brick with wet surfaces, and to wait until they become -dry after the wetting would delay the work unwarrantably.</p> - -<p class='c007'><strong>61. Sand Cushion.</strong>—See that the sand used is free from foreign -matter and pebbles, as required by the specifications, and that the -sand bed is of uniform thickness, correctly gaged, and rolled to the -true plane of the pavement, additional sand being added or surplus -removed where necessary to secure this result. See that the cushion -is not thereafter disturbed or, if disturbed, that it be restored to -its original condition.</p> - -<p class='c007'><strong>62. Setting the Brick.</strong>—The bricks are to be set as closely together -as possible both at sides and ends, so that the joints will not be wider -than permitted by the specifications. Where the bricks have lugs -or letters on one side, the lug-sides shall in no case be laid together. -The courses must be reasonably straight entirely across the street. -See that the bricks in adjoining courses break joint not less than -three inches. Brick-setters are likely to be careless about this. -Do not permit bats to be used except where necessary at the ends -of courses or to fit the pavement against street railroad rails or around -manholes or other structures in the street, and insist that this -filling in shall follow immediately after the brick-setting, and that -close fits shall be made.</p> - -<p class='c007'><strong>63. Rolling the Pavement Surface.</strong>—This should be carefully -and uniformly done so as to insure the even surface and contour -of the pavement. Do not allow the roller to make sharp turns -on the freshly laid brick surface as it will disturb and cant the -loose brick. The roller should run back onto the fully completed -pavement to make any necessary turns or considerable changes of -direction. Quick starts or stops of the roller on the fresh-laid brick -should be avoided for the same reason.</p> - -<p class='c007'><span class='pageno' id='Page_112'>112</span><strong>64. Filling the Joints.</strong>—Whether grout or bituminous filling be -used the important thing is to get all the joints completely filled. -Where bituminous cement is used, if the work is done in very cool -weather the brick is likely to chill the cement before it reaches the -bottom of the joints unless the cement be applied as hot as possible -without injuring it, and the pouring be rapidly and carefully done.</p> - -<p class='c007'>If grout filling be used, see that the mortar is made of the proper -ratio of sand and cement and that it is of the proper consistency -to just flow into the joints, and that after mixing it is kept stirred -until used. Repour all joints where necessary to completely fill -them.</p> - -<p class='c007'><strong>65. Gutters and Expansion Joints.</strong>—See that the gutters are laid -with longitudinal courses of brick and their joints filled with bituminous -cement as provided in the specifications.</p> - -<h4 class='c014'>WOOD-BLOCK PAVEMENT</h4> - -<p class='c015'><strong>66. Foundation.</strong>—The instructions relating to the preparation of -the sub-foundation and the concrete foundation already given apply -to wood-block pavement.</p> - -<p class='c007'><strong>67. Inspection of Blocks.</strong>—However carefully the lumber may have -been inspected before its manufacture into blocks, the subsequent -seasoning, treatment, handling and exposure to the weather will -develop many defects and you will need to observe the delivered -blocks closely, either before or after they are set, and reject those -that do not comply with the specifications. The principal defects -that you will be able to detect after the blocks are treated are the -following: Southern pine blocks made of second-growth or inferior -wood, partly shown by the number of annual growth rings per inch. -Blocks having a less number of these annual growth rings per inch -than is permitted by the specifications should be rejected. The -treated blocks, especially when they are exposed to the weather for -some time, are likely to develop seasoning cracks, “shakes” and loose -knots, not observable in the lumber, and blocks showing these to an -injurious extent should be rejected, though in many cases the defective -part may be split off and the remainder of the block used for -closers. If the blocks have become very dry and thoroughly seasoned -out, they should be well sprinkled with water about twenty-four -hours before they are to be set, to forestall excessive swelling and -“humping” when a rain storm comes upon the new pavement.</p> - -<p class='c007'><strong>68. Mortar Bed.</strong>—It is the common practice in preparing the mortar -<span class='pageno' id='Page_113'>113</span>for the mortar bed under the blocks to simply dampen the mixed -sand and cement so that it may still be spread and handled like damp -sand. See that sufficient water is used to make a moderately stiff -mortar, suitable for being worked with a trowel. This mortar should -be prepared in sufficiently small quantities at a time to insure that -it will not begin to set before the blocks be placed in it and rammed.</p> - -<p class='c007'><strong>69. Setting the Blocks.</strong>—The setting of the wooden blocks is a -comparatively simple operation and the specifications are sufficiently -full and clear for your guidance. See that the blocks are so set that -their tops, after the ramming is completed, shall be truly in the pavement -datum, without humps or depressions.</p> - -<p class='c007'><strong>70. Filling the Joints.</strong>—See that the sand used is perfectly dry, -fine and clean, and that it is swept about on the pavement until the -joints are completely filled.</p> - -<h4 class='c014'>BITUMINOUS CONCRETE PAVEMENT</h4> - -<p class='c015'><strong>71. Preparation of Foundation.</strong>—Where a bituminous concrete -wearing surface is to be placed upon an old pavement or Macadam -road the specifications must be closely followed. A good foundation -is as necessary, if good results are to be attained, as in the case of -other pavements. The dressing down of high points and the filling -up of depressions in the old pavement should be carefully done, so -that the bituminous wearing surface shall be of uniform thickness, -and shall be rigidly supported at all points.</p> - -<p class='c007'><strong>72. Bituminous Concrete Surface.</strong>—The instructions given for -the manufacture and laying of sheet asphalt pavement should be -followed here insofar as they are applicable.</p> - -<h4 class='c014'>HYDRAULIC CONCRETE ROADWAY PAVEMENT</h4> - -<p class='c015'><strong>73.</strong> Like other structures made of hydraulic concrete, the utility -and durability of concrete roadway pavement depends largely upon -the good quality of the materials used and the skill and fidelity with -which the work is done. It is especially important that the second, -or surface, course of the concrete shall be made and placed in strict -accordance with the specifications and that a high degree of <i>uniformity</i> -shall be secured in the composition, consistency and workmanship -of that part of the work.</p> - -<p class='c007'><strong>74. Sub-foundation and Foundation.</strong>—The preparation of the sub-foundation -will be the same as for other pavements, and the first, or -<span class='pageno' id='Page_114'>114</span>foundation course, of concrete, will be constructed as in the case of -the concrete foundation for other pavements.</p> - -<p class='c007'><strong>75. Material for Surface-course.</strong>—It may be assumed that, in -general, the materials intended to be used on the work have been -inspected and approved by the Engineer, but this should not prevent -you from calling his attention to any defective or inferior materials -that may be delivered on the street when the work is begun, or -thereafter, and preventing the use of any materials that are not fully -up to the requirements of the specifications.</p> - -<p class='c007'><strong>76. Mixing the Surface Course.</strong>—See that the cement sand and -stone are proportioned accurately and that the quantity of water -used with each batch is measured, so as to make the concrete of -uniform consistency. Do not permit any defective batches of concrete -to be used in the surface-course—if suitable for the bottom -course they may be used in it. Care in this respect is particularly -necessary with machine-mixed concrete where the machine is not -working normally or the men operating it are careless or unskillful.</p> - -<p class='c007'><strong>77. Placing Surface Course Concrete.</strong>—See that the surface -course is placed, graded and rammed <i>before the bottom course concrete -begins to set</i>. This is imperative. Also that the concrete is distributed -and graded in such a way as will not separate or segregate -the mortar from the stone; that the grading of the surface is so accurate -that it will not be necessary later to add additional concrete -to that already graded and rammed; that the ramming is thorough -and uniform over the whole surface, and that the rolling is well -done.</p> - -<p class='c007'><strong>78. Expansion Joints.</strong>—Care should be taken to have the expansion -joints made as the specifications require. See that they extend -entirely through both courses of concrete; that the corners are properly -compacted and troweled; that the joints are kept clean until -they are filled with the bituminous cement, and are completely -filled with the cement.</p> - -<p class='c007'><strong>79. Care of Finished Work.</strong>—Do not permit the completed work -to be disturbed by travel over it, and see that the concrete is kept -moist, until it shall be set up hard, and that the street is not opened -for travel until the engineer so directs.</p> - -<h4 class='c014'>CONCRETE COMBINED CURB AND GUTTER</h4> - -<p class='c015'><strong>80. General.</strong>—The specifications for the construction of Hydraulic -Concrete Combined Curb and Gutter are quite full and clear and the -<span class='pageno' id='Page_115'>115</span>duty of the inspector will consist mainly in seeing that they are -faithfully carried out.</p> - -<p class='c007'><strong>81. Concrete.</strong>—As in other concrete construction, the utility of -the work depends largely on the care and skill with which the concrete -is made and placed. See that the prescribed quality and ratio -of materials are used and that the concrete is thoroughly mixed -and properly placed in the forms and well tamped. Especial care -is necessary to secure a continuous and satisfactory exposed surface -by forking and working the mortar into contact with the forms, -which must be placed and maintained in true line and surface.</p> - -<div class='figcenter id001'> -<img src='images/i_128.jpg' alt='' class='ig001' /> -<div class='ic001'> -<p>Concrete Combined Curb and Gutter</p> -</div> -</div> - -<p class='c007'><strong>82. Removing Forms.</strong>—Good judgment is required as to the -proper time to remove the forms. They must remain until the -concrete has set hard enough to be fully self-sustaining, but before -it has set so hard that the wire brush will have no effect on the -surface.</p> - -<p class='c007'><strong>83. Corner Protection.</strong>—See that the metallic corner or nose -piece is correctly placed and that it is solidly anchored by and fully -embedded in the body of the concrete.</p> - -<p class='c007'><span class='pageno' id='Page_116'>116</span><strong>84. Patching.</strong>—The practice of patching up cavities or irregularities -in the exposed face of the curb and gutter with neat mortar, -or dressing the surface with dry cement, must not be permitted. -If a section of the curb is found, when the forms are removed, to be -imperfect, the whole section must be removed and replaced.</p> - -<h4 class='c014'>HYDRAULIC CEMENT SIDEWALKS</h4> - -<p class='c015'><strong>85. General.</strong>—While the work of constructing concrete sidewalk -is comparatively simple it is often carelessly and unskillfully -done. The things that need most attention by the inspector are the -following:</p> - -<p class='c007'><strong>86. Materials.</strong>—The materials used in the work must be fully -up to the quality called for by the specifications. This applies -more particularly to the cement and sand. These are not always -properly tested by the engineer and you should frequently make -samples of stiff mortar (1 cement, 2 sand) and set them aside for -observation. If they do not, in summer weather, become very -hard at the end of nine hours, the fact should be reported to the -engineer.</p> - -<p class='c007'><strong>87. Drainage.</strong>—See that the necessary grading is properly done -and that the drainage course is made of suitable material properly -compacted. See that drain tiles are properly laid and connected -as designed by the engineer. If cinders are used for the drainage -course, see that they are screened to remove ashes and fine material, -and that they are thoroughly drenched with water at least five -days before they are placed in the walk.</p> - -<p class='c007'><strong>88. Two-course Work.</strong>—If the sidewalk is laid in two courses, -see that the surface-course is put on and tamped before the bottom-course -concrete has begun to set. This requirement must be strictly -enforced.</p> - -<p class='c007'><strong>89. Finishing the Surface.</strong>—Dry or pure cement must not be -used for trimming up or smoothing off the surface of the walk. -After the surface has been properly completed by straight-edge -and trowel, see that the wire broom is used as directed to remove -the glaze and to slightly roughen the surface.</p> - -<p class='c007'>See that the expansion joints are made as specified, and that they -extend entirely through both courses of concrete.</p> - -<p class='c007'><strong>90.</strong> See that the walk, after completion is properly protected -from injury and from frost, and that the concrete is kept moist -until it becomes well set.</p> - -<hr class='c022' /> -<div class='footnote' id='f1'> -<p class='c007'><a href='#r1'>1</a>. In specifications to be used in any particular city the official name of the -city government, as the City Council, the Commissioners of Public Works, -etc., should be used instead of this general designation.</p> -</div> -<div class='footnote' id='f2'> -<p class='c007'><a href='#r2'>2</a>. Such a proviso as this seems proper in justice to both the city engineer and -the contractor; the former should not be held responsible for the acts of his -assistants when they transcend the authority conferred upon them, and the -latter should be put upon his guard with reference to requirements which he is -not satisfied are sanctioned or approved by the city engineer.</p> -</div> -<div class='footnote' id='f3'> -<p class='c007'><a href='#r3'>3</a>. It may be objected that this requirement is unusual and unnecessary, since -such practices are recognized as wrong, and as presumptive of fraud and malpractice -on the part both of the contractor and the inspector. It cannot, however, -be denied that in many cities such means are employed by contractors to -unduly influence the action of inspectors and that not infrequently the latter not -only accept, but persistently demand, valuable considerations from the contractor. -Silence of the specifications on this point cannot, of course, be construed -into consent, but there is no good reason for the silence. There should -be left no excuse for misconception of the position of the city or of the engineer -upon this point.</p> -</div> -<div class='footnote' id='f4'> -<p class='c007'><a href='#r4'>4</a>. This section is intended as much for the control and limitation of city -officials as of contractors. The practice of carelessly or purposely allowing -municipal contracts to be expanded greatly beyond the stated limits or the -original intended volume and cost without formal authorization by the proper -municipal body in which the power to make contracts is lodged, is dangerous -and wrong and should be prohibited. In one instance coming to the notice of -the author a contract originally intended to cover $50,000 worth of work was -expanded by the department head without any authority from the city council -until the final estimate reached the enormous sum of over $400,000.</p> -</div> -<div class='footnote' id='f5'> -<p class='c007'><a href='#r5'>5</a>. As outlined in the introduction, these specifications are designed to secure -the construction of the pavement in a proper manner, the city assuming responsibility -for the character and utility of the work. The guarantee here proposed is -therefore intended to cover only a proper compliance with the specifications, for -which the contractor may properly be held responsible, and not the sufficiency -or utility of the work, if constructed according to the specifications. The period -of guaranty should therefore be short, not exceeding two years.</p> -</div> -<div class='footnote' id='f6'> -<p class='c007'><a href='#r6'>6</a>. In the great majority of cases the most satisfactory and, in the end, the -most economical foundation for a pavement is hydraulic cement concrete. Old -paving-block foundation, if constructed as specified in Sect. 36, will give results -equally as satisfactory, but if a fair market exists for the blocks taken up from -the street, it will usually be found more economical to sell them and construct -a concrete foundation for the new pavement. Broken stone or gravel foundations -may serve the purpose fairly well upon a street of light travel, but it should -never be used on streets of considerable or heavy travel. Its lower first cost is -the only thing in its favor, but this will, in nearly every case, be more than offset -by the better service and greater durability of the pavement, even on streets of -light travel, if laid upon an adequate hydraulic concrete foundation. Proper -repairs to pavement surfaces cut into for pipe work, etc., are difficult to make -and hardly ever satisfactory over broken stone foundation for the reason that -the lack of cohesion in the material allows it to loosen or crumble away from -under the edge of the pavement surface, and it is difficult to restore it to its -original solidity and strength. The first cost saved by its use is usually not -great; for whenever its use would be permissible at all, a comparatively thin and -lean concrete would give better results, at a very slight increase in cost. To -illustrate: On a suburban street with light travel a concrete foundation four -inches in thickness, the concrete made with Portland cement in the ratio of 1 -cement, 4 sand, and 8 stone, would be stronger and in every way better than a -foundation eight inches in depth of broken stone. At the usual prices of materials -and labor, the former may cost about $0.46 per sq. yd., and the latter about -$0.40 per sq. yd.; but for the latter there would be required ⅑ cu. yd. more -sub-foundation excavation, worth about four cents, so that the equivalent cost -would be $0.44 per sq. yd. The difference, two cents per sq. yd., is insignificant -when compared with the greater value, better service, and greater durability of -a pavement on the concrete foundation. It is sometimes held that the broken -stone foundation provides necessary sub-drainage. But all the standard pavements -are, or soon become, impermeable to water from the surface, and seepage -from the sub-foundation can be better taken care of by the sub-drainage specified -in Sect. 26, which should usually cost not more than five cents per square yard -of the pavement; and if drainage be required, these sub-drains should be used -even with the broken stone foundation.</p> - -<p class='c007'>The practice of laying pavement surfaces, particularly those of asphalt, upon -a foundation of old stone blocks, carelessly reset, with the joints unfilled with -mortar, is all wrong and should never be resorted to. The integrity and durability -of an asphalt pavement depends largely upon the strength and rigidity of -its foundation; to lay an asphalt surface, however good, over such an old block -foundation, is an inexcusable waste of money.</p> - -<p class='c007'>Old stone block and cobble-stone pavements, that have become solidified in -place by long travel over them, make a good foundation for asphalt or other -pavements, provided they can be utilized without taking up or disturbing the -old pavement; but such cases occur so rarely that they have not been considered -in these specifications.</p> - -<p class='c007'>A thoroughly consolidated old McAdam pavement, if not worn too thin, also -makes a very satisfactory pavement foundation if it can be used undisturbed, or -by simply trimming off the high points.</p> - -<p class='c007'>Low places in old pavements, that are otherwise satisfactory for a foundation, -may be brought to the proper elevation with hydraulic concrete. “Binder” -material is usually specified for this purpose in foundations for asphalt pavements, -but hydraulic concrete is both better and cheaper.</p> -</div> -<div class='footnote' id='f7'> -<p class='c007'><a href='#r7'>7</a>. The specifications for Portland cement here given are practically those -adopted by the “American Society for Testing Materials.”</p> - -<p class='c007'><strong>Natural Cement.</strong> While these specifications uniformly refer to the use of -Portland cement, it is not intended to convey the idea that natural cement concrete -is not suitable for pavement foundations; on the contrary, it may be used with -entire confidence, as the experience in a large number of cities has proven beyond -question. Whether Portland or natural cement shall be used is usually a question -of relative cost. At the present very low prices of Portland cement in most -cities, more strength in pavement foundations can usually be obtained per -dollar expended for cement, from Portland than from natural cement. The -specifications for natural cement, as adopted by the American Society for -Testing Materials differ from those for Portland cement in the following -particulars:</p> - -<p class='c007'>The <strong>specific gravity</strong> shall not be less than 2.8.</p> - -<p class='c007'><strong>Fineness.</strong> The residue left on a No. 100 sieve shall not exceed 10 per cent., -and on a No. 200 sieve shall not exceed 30 per cent.</p> - -<p class='c007'><strong>Setting.</strong> It shall not begin to set in less than ten minutes, nor set hard in -less than thirty minutes; but shall set hard within three hours.</p> - -<p class='c007'><strong>Tensile Strength</strong> (per sq. in.).</p> - -<table class='table1'> - <tr> - <td class='c009'><strong>Neat.</strong></td> - <td class='c018'>24</td> - <td class='c009'>hours in moist air</td> - <td class='c017'>50 to 100 lbs.</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'>7</td> - <td class='c009'>days (1 day in air, 6 days in water)</td> - <td class='c017'>100 to 200 lbs.</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'>28</td> - <td class='c009'>days (1 day in air, 27 days in water)</td> - <td class='c017'>200 to 300 lbs.</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'> </td> - <td class='c009'> </td> - <td class='c017'> </td> - </tr> - <tr> - <td class='c009' colspan='3'><strong>1 part cement, 3 parts sand.</strong></td> - <td class='c017'> </td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'>7</td> - <td class='c009'>days. (1 day in air, 6 days in water)</td> - <td class='c017'>25 to 75 lbs.</td> - </tr> - <tr> - <td class='c009'> </td> - <td class='c018'>28</td> - <td class='c009'>days. (1 day in air, 27 days in water)</td> - <td class='c017'>75 to 150 lbs.</td> - </tr> -</table> - -<p class='c007'><strong>Soundness.</strong> Standard pats kept in air and in water should remain firm and -hard and show no signs of cracking or disintegration.</p> -</div> -<div class='footnote' id='f8'> -<p class='c007'><a href='#r8'>8</a>. The frequent requirement that the fine material shall be screened out, is not -necessary or advisable. Experiments and experience have shown conclusively -that unless an unusual amount of fine material and “dust” be present, or unless -this fine material be allowed to separate and aggregate in masses by itself, the -resulting concrete is improved rather than deteriorated by its presence.</p> - -<p class='c007'>Where there is an unusual excess of “dust” in the crushed stone, the quantity -of sand used in the concrete should be decreased accordingly.</p> -</div> -<div class='footnote' id='f9'> -<p class='c007'><a href='#r9'>9</a>. Many specifications do not require this and in a number of cities where the -specifications do require it, contractors habitually neglect to comply. When -stone and sand are deposited directly upon the earth, it is very difficult to avoid -taking up earth and mud with the materials, particularly when the street is wet -and muddy. Lumps of soil and débris unquestionably injure the concrete. The -cost of providing a lumber floor is comparatively small, as the plank may be -used over and over again. Specifications should, therefore, contain this requirement -and it should be enforced.</p> -</div> -<div class='footnote' id='f10'> -<p class='c007'><a href='#r10'>10</a>. The ratios of the materials may appropriately be varied with the strength -and soundness of the sub-foundation, the amount of travel on the street, and -with the thickness of foundation it is proposed to use. Where good materials -are used and the work is properly done, a 1:3:5 concrete six inches thick is sufficient -for streets of the heaviest travel. For streets of light travel a 1:5:9 concrete -will usually give entirely satisfactory results. The most economical thickness -for a concrete foundation is an important consideration. The strength of concrete -may be said to increase, within usual limits of practice, with the ratio of -cement in it. The strength of concrete beams or slabs increases in the ratio of the -square of their depth. To secure a required amount of strength in a pavement -foundation, we may therefore vary the richness of the concrete and the depth -of the foundation so as to secure the requisite strength at the least total cost of -materials and labor. This will be influenced by the cost of materials and labor -in each particular locality.</p> - -<p class='c007'>Within certain workable limits there is no reason why the same principles of -proportioning the strength of a pavement foundation to the work required of it -should not be applied as are employed in designing other engineering structures.</p> - -<p class='c007'>The practice, usual in many cities, of adopting general specifications requiring -a standard thickness of foundation and composition of concrete, and applying -these to all streets, regardless of the quantity and character of travel which -the pavement is expected to carry, is illogical and often very wasteful. If -such a standard foundation is sufficient for the streets of heaviest travel, it is -obviously a sheer waste of money to use it on the suburban streets carrying the -lightest travel. It is therefore better in preparing standard specifications for -pavement in any city to leave blanks for the ratios of the concrete and for the -thickness of the foundation, to be filled in, in each individual case, as the judgment -of the engineer may dictate.</p> - -<p class='c007'>While it is important that the foundation of any pavement shall be adequate, -it is inexcusable to waste money in providing superfluous strength. For the -great majority of suburban streets, carrying but little except the local travel, a -foundation four inches thick made of good Portland cement concrete in the -ratios of 1:4:8 will prove entirely satisfactory. Hundreds of such streets paved -over a foundation of that thickness, made of natural cement concrete in the -ratios of 1:2:4 can be cited where the foundation has proved entirely satisfactory.</p> - -<p class='c007'>The character and firmness of the sub-foundation must, of course, be taken -into consideration in designing the foundation.</p> -</div> -<div class='footnote' id='f11'> -<p class='c007'><a href='#r11'>11</a>. The routine here described produces better concrete with less expenditure of -labor, than the one often followed of putting all the dry materials on the concrete -board before any mixing is begun. The writer has proved this from actual -records covering a large quantity of work.</p> -</div> -<div class='footnote' id='f12'> -<p class='c007'><a href='#r12'>12</a>. The objections to using mortar for plastering over the concrete are: that it -is more costly than concrete; that the two materials may, under certain conditions, -separate and the thin mortar surface break up under travel; that, if permitted, -the mortar may be used to cover up defective concrete, and that in the -case of asphalt pavements the pavement surface is more likely to “shift” on the -smooth surface of the mortar than on the rough surface of the concrete. The -practice of going over the fresh concrete with street brooms should not be permitted. -The only argument in favor of it is that it may be used to conceal -defective patches in the concrete.</p> -</div> -<div class='footnote' id='f13'> -<p class='c007'><a href='#r13'>13</a>. See foot-note<a href='#f6' class='c016'><sup>[6]</sup></a>, p. <a href='#Page_23'>23</a>. The cost of filling the joints of old block pavement -with mortar or grout is considerable. It will hardly ever be less than 20 cents -and may exceed 35 cents per square yard, depending on the volume of joints -and the local cost of material and labor. The cost of resetting and ramming -the blocks with proper care will usually be from 10 cents to 12 cents per square -yard, so that the cost of the foundation, exclusive of the value of the blocks, may -vary from 30 cents to 47 cents per square yard.</p> - -<p class='c007'>As a good concrete foundation 6 inches in depth can be laid for from 70 to 90 -cents per square yard, it is obvious that if the old blocks can be sold for as much -as the difference between the cost of the old block and the concrete foundation, -nothing will be saved by using the old block foundation. In at least one city, -asphalt pavement has been extensively laid over old stone block foundation -relaid in a very careless manner, the joints being filled usually with the old sand -or loam found in the street. This practice cannot be too strongly condemned. -Asphalt pavement surfaces resting on such a foundation are necessarily short-lived -and unsatisfactory. The practice of opening the street to travel for a -period after the blocks are relaid and before the asphalt surface is applied, helps, -under favorable conditions, to consolidate the foundation, but does not remove -the objections to it. If heavy rains intervene, the sub-foundation becomes -saturated with water, and its resistance so reduced that the stone blocks settle -out of shape, particularly in soft spots, and they are usually hastily raised and -reset just before the asphalt surface is applied. The result is an insecure foundation -fatal to the durability and usefulness of the pavement.</p> -</div> -<div class='footnote' id='f14'> -<p class='c007'><a href='#r14'>14</a>. Where there is a possibility that gravel may be used, the contractor should -be asked to name prices for the gravel foundation as well as the stone foundation, -since, unless this be done, the change from the one material to the other might -be held to be illegal.</p> -</div> -<div class='footnote' id='f15'> -<p class='c007'><a href='#r15'>15</a>. There has been much discussion as to the suitableness of these oil asphalts, -called “residual pitches,” for use in making asphalt pavements. When properly -prepared from suitable asphaltic oils, so as to comply with the specifications -here given, there can be no doubt that good pavements can be made with them. -But as they appear on the market, being usually produced at different localities -and refineries from crude oils of differing qualities, distilled by somewhat differing -methods, and usually at temperatures of from 900 degrees to 1200 degrees, they -are likely to vary so greatly in quality as to make their use inadvisable without -careful technical inspection. Unless, therefore, the engineer is prepared to make, -or to have such inspection made, it is hardly wise or safe to permit their use. -They stand, in this respect, upon a footing different from the better-known -natural asphalts obtained from large deposits of practically uniform character -and quality, where the simpler process of refining is less likely to effect injuriously -the chemical quality of the material.</p> - -<p class='c007'>It may be confidently predicted that any of these “residual pitches” which -comply with these specifications will, if properly handled, make a good -pavement.</p> -</div> -<div class='footnote' id='f16'> -<p class='c007'><a href='#r16'>16</a>. The possibility that some of these compounds or artificial asphalts, may be -suitable for use in pavements is not denied. But in the absence of a fuller knowledge -of them than we now have, and in the light of present experience, the only -safe course is to reject them.</p> -</div> -<div class='footnote' id='f17'> -<p class='c007'><a href='#r17'>17</a>. It is not intended here to enter into an extended discussion of the fact that -some asphalts are injuriously affected by water, and the bearing which this fact -should have upon the selection of an asphalt for pavement purposes. There -can be no doubt that modern treatment and methods of construction have -tended to diminish but not wholly to prevent the disintegrating effect of water -upon pavements made with such asphalt, and if the engineer could be certain -that his pavements would be constructed by contractors guided by long experience -and the best expert advice, he might perhaps safely disregard this provision. -Since in practice he can have no such assurance, the provision is a wise -one and it does not involve any serious or material hardship to the contractor.</p> -</div> -<div class='footnote' id='f18'> -<p class='c007'><a href='#r18'>18</a>. It is now well recognized that the character and quality of the sand used -is one of the most important elements in determining the utility and durability -of an asphalt pavement. A satisfactory sand should be insisted on, even if it -involves a very considerable increase in the first cost of the work.</p> - -<p class='c007'>While our knowledge of the subject is not complete, experience seems to -indicate pretty clearly that a sand of the quality and size-grading here specified -as typical, may be depended upon to produce a good pavement.</p> -</div> -<div class='footnote' id='f19'> -<p class='c007'><a href='#r19'>19</a>. The use of Portland cement in surface mixtures to be laid on streets of -heavy travel, or those exposed to damp foundations, is very strongly recommended. -On streets of the heaviest travel, or where the pavement will be exposed -to unfavorable conditions of dampness, particularly if the pulverized stone -is not very finely ground, the Portland cement may constitute twenty per cent. -of the pulverized material, or “dust,” as it is commonly called. Ordinarily from -five to ten per cent. may be used to advantage on all streets of moderately heavy -travel.</p> -</div> -<div class='footnote' id='f20'> -<p class='c007'><a href='#r20'>20</a>. For determining the consistency of individual batches of asphalt paving -cement with a standard sample, the flow-plate method is most convenient and -sufficiently accurate. For a description of the latest improved form of this -apparatus see Engineering News of Aug. 22, 1912, p. 347. It can only be used, -however, where the cements to be compared are of the same general composition—the -same refined asphalt and tempering agent—as the standard.</p> -</div> -<div class='footnote' id='f21'> -<p class='c007'><a href='#r21'>21</a>. The practical value of the exact determination of the ductility of asphalt -paving cements is regarded by the author as not well established. It is customary, -however, in most recent specifications to require it. Some asphaltic -cements that have been quite successfully used for pavements have not complied -with such requirements, while good coal-tar pitches will greatly exceed them. -Where this test is used the usual specification requires that a briquette of -asphaltic cement having a cross-section of one square centimeter, at penetration -50, shall elongate to the extent of not less than 20 nor more than 85 centimeters -at 77° F. If the asphaltic cement varies from 50 penetration an increase or decrease -of at least 2 centimeters will be required for each five points above -or below 50 penetration (Dow apparatus to be used).</p> -</div> -<div class='footnote' id='f22'> -<p class='c007'><a href='#r22'>22</a>. It should be noted, in a general way, that there is quite a difference in the -temperature to which different asphalts may be safely subjected.</p> - -<p class='c007'>Trinidad asphalt, and the California residual pitches, will not be injured by -the higher range of temperatures named in these specifications, while Bermudez -and some other asphalts should be worked at as nearly as possible to the lower -range of temperatures named. The relative amount of loss of the different -asphalts when exposed for seven hours to the temperature of 325 degrees (Sect. -44) will supply a rough practical guide as to the temperature permissible—the -greater the loss, the closer should the lower range of temperatures be adhered to.</p> -</div> -<div class='footnote' id='f23'> -<p class='c007'><a href='#r23'>23</a>. The open base-course, or “binder,” composed only of crushed stone, coated -with pitch or asphaltic cement, extensively and almost exclusively used up to -a recent date, is no longer advocated by the best authorities on asphalt pavements. -The aim is now to make the base-course as dense and strong as the -surface-course.</p> -</div> -<div class='footnote' id='f24'> -<p class='c007'><a href='#r24'>24</a>. The importance of proper and thorough rolling is not usually fully appreciated, -and this part of the work is often shirked by the contractor. Not only -should the heavy roller be at work as soon as the material will bear it, but the -roller should, when work is progressing regularly, be kept at work all the time. -It is a safe motto that the final rolling cannot be overdone.</p> -</div> -<div class='footnote' id='f25'> -<p class='c007'><a href='#r25'>25</a>. There is still a wide difference of opinion as to the advisability of laying the -asphalt surface directly against the rail, many engineers preferring to set one -or more courses of paving brick, or stone paving blocks between the rail and -the edge of the asphalt. The writer’s experience is to the effect that, if the -work is properly done, the first-named form of construction is preferable. If -the asphalt be laid against a rail so cold that the asphalt material in contact -with or near the rail is chilled before it can be compressed, the work will necessarily -be unsatisfactory. As to durability, wheels following the line of the rail -or of the paving blocks will sooner or later form a rut in the asphalt which will -require repair—and there is not much difference in the results. The attempts -to prevent the formation of ruts by setting blocks alternately as headers and -stretchers is not always successful, even when the work is well done, and the -difficulty of properly compressing the tongues of asphalt between the headers -is so great that it is usually not well done. The asphalt settles under travel or -is gouged out, leaving a streak of rough pavement, and the difficulty and cost -of repairs is considerably increased. When paving blocks or bricks are used, -they should be firmly and carefully set in the concrete foundation. Probably -the most satisfactory construction of this kind consists of two or three lines -of the best paving brick set with their length parallel to the rail. It is somewhat -easier to get at and repair rail joints with this construction.</p> -</div> -<div class='footnote' id='f26'> -<p class='c007'><a href='#r26'>26</a>. The practice of laying asphalt block pavement upon crushed stone, or a -sand foundation, on streets carrying a considerable travel, is inadvisable. See -foot-note<a href='#f6' class='c016'><sup>[6]</sup></a>, page <a href='#Page_23'>23</a>.</p> -</div> -<div class='footnote' id='f27'> -<p class='c007'><a href='#r27'>27</a>. Hard limestone may be used where trap is not procurable except at a prohibitive -cost; but unless the difference in cost is very great the trap will be the -most economical in the end.</p> -</div> -<div class='footnote' id='f28'> -<p class='c007'><a href='#r28'>28</a>. The pressure commonly specified is 5000 lbs per. square inch, but recent -investigations make it doubtful if that pressure is ever attained, or is, indeed, -practicable with any presses so far constructed.</p> -</div> -<div class='footnote' id='f29'> -<p class='c007'><a href='#r29'>29</a>. Asphalt blocks are now very commonly laid upon their sides, even where they -are made as thin as two inches, on streets carrying very considerable travel. -The practice is not to be recommended unless the blocks are at least four inches -thick. Blocks two inches thick will give good service on private driveways -and streets of quite light travel.</p> -</div> -<div class='footnote' id='f30'> -<p class='c007'><a href='#r30'>30</a>. Granite block pavement is, as a rule, used upon, and appropriate for streets -of the heaviest class of travel, and should, therefore, be provided with the best -and strongest foundation. It is nearly always poor economy to lay granite -blocks upon a broken stone, gravel, or sand foundation.</p> -</div> -<div class='footnote' id='f31'> -<p class='c007'><a href='#r31'>31</a>. Like other stones, granite from various localities differs widely in strength, -hardness and brittleness. Great hardness, accompanied with comparative -brittleness, is not desirable in granite for paving blocks. Such material -usually polishes by travel and becomes quite slippery, and it is likely to become -“turtle-backed,” that is, the corners are likely to be chipped off or worn off, -making the pavement very rough and uneven. The quality of the granite -to be used in any one city is generally determined by the available supply, and -specifications must be drawn with reference thereto.</p> -</div> -<div class='footnote' id='f32'> -<p class='c007'><a href='#r32'>32</a>. Except on streets of excessively heavy travel there seems to be no good -reason for making the blocks more than five inches deep. Blocks of this depth -are quite sure to become deformed by irregular wear before the pavement will -need to be renewed.</p> -</div> -<div class='footnote' id='f33'> -<p class='c007'><a href='#r33'>33</a>. The widths of joints here specified as allowable are based upon the assumption -that they will be filled with Portland cement grout as specified in Sect. 75. -If this grout filling is used narrower joints are not necessary, as the grout has -sufficient strength to support the corners of the blocks, and sufficient hardness -to resist the wear of travel (largely protected as it is by the blocks themselves) -and to cause the blocks to wear down quite evenly.</p> - -<p class='c007'>In many European cities the specifications require much closer joints. The -granite there available appears to break out naturally to truer lines and better -surfaces than that used in the Eastern states, at least, so that the cost of dressing -the blocks abroad is not as great as here.</p> - -<p class='c007'>The City of New York has recently adopted specifications for “Special -Improved” Granite Block pavement intended to approximate the Liverpool -standard. These require that the blocks shall be not less than 6 nor more than -ten inches long, not less than 3½ nor more than 4½ inches wide and five -inches in depth. “The blocks are to be rectangular with tops and sides uniform -in thickness, to lay closely, and with fair and true surface, free from bunches -and so cut or dressed that when laid stone to stone the joints shall not exceed -⅜ of one inch. The head of the block shall be so cut that it shall not have -more than one-quarter of an inch depression from a straight-edge laid in any -direction across the head and held parallel to the general surface of the block.” -The joints are filled with bituminous cement.</p> - -<p class='c007'>The above specification is very difficult to meet from the granite available -to New York without excessive and expensive cutting, and examination of the -pavements laid under these specifications shows that the joints greatly exceed -the width specified.</p> - -<p class='c007'>It is believed that equally good results may be secured by permitting somewhat -wider joints filled with grout, and the cost would be materially reduced.</p> -</div> -<div class='footnote' id='f34'> -<p class='c007'><a href='#r34'>34</a>. The most satisfactory arrangement of courses at street intersections is that -shown by Fig. 14, page 208, Tillson’s Street Pavements and Paving Materials, -2d edition.</p> -</div> -<div class='footnote' id='f35'> -<p class='c007'><a href='#r35'>35</a>. The practice of filling the joints with gravel to a depth of one inch or more -before the blocks are rammed is of doubtful utility. If the blocks are set closely -against each other they will be well held in place while the ramming proceeds. -In practice it is hardly possible to closely gage the depth of such preliminary -gravel filling, and the top or final filling whether of grout or of gravel and bituminous -cement, is likely to vary greatly in depth, and the lateral support of the -blocks is thus likely to vary in strength and rigidity.</p> -</div> -<div class='footnote' id='f36'> -<p class='c007'><a href='#r36'>36</a>. It has been the almost universal custom, in this country at least, to fill the -joints in granite paving either with gravel alone or with gravel and bituminous -cement. But the reasons that have led engineers to prefer grout filling -for brick pavements apply with equal force to granite pavement. It makes a -stronger and harder filling than the gravel and bituminous cement, and gives a -better support to the edges of the paving blocks, thus tending to prevent chipping -and “turtle-backing” in the pavement. It is also a materially cheaper filling -than the gravel and bituminous cement. But to provide for the expansion and -contraction of the pavement by changes of temperature, it is desirable that a -strip in the gutters, and an occasional strip across the whole street, shall be filled -with the more yielding material, as specified.</p> -</div> -<div class='footnote' id='f37'> -<p class='c007'><a href='#r37'>37</a>. The object of adding asphalt and Portland cement is to make the cement -stronger and less susceptible to changes of temperature. Pure coal-tar pitch -is very brittle at low temperatures, and is liable to flow from the crown of the -street to the gutters in hot summer weather. A cement made as here specified -is not only much stronger and less brittle in cold weather, but requires a materially -higher temperature to cause it to flow than does pure pitch.</p> -</div> -<div class='footnote' id='f38'> -<p class='c007'><a href='#r38'>38</a>. As the wheels of vehicles frequently follow along the lines of the rails, thus -concentrating their effect on a narrow strip near the rails, and as the continuous -joint against the rail makes the pavement weaker there, the mortar bed, and -the greater care in setting the blocks along and near the rail are advisable.</p> -</div> -<div class='footnote' id='f39'> -<p class='c007'><a href='#r39'>39</a>. If the joints are parallel to the direction of travel on the street the wheels of -vehicles are more likely to abrade or break off the corners of the stone and form -incipient ruts.</p> -</div> -<div class='footnote' id='f40'> -<p class='c007'><a href='#r40'>40</a>. These specifications conform in most particulars to those adopted by the -“Association for Standardizing Paving Specifications,” and are substantially -the same as those recommended by the “National Paving Brick Manufacturers’ -Association” though they differ in some details from each. The latest specifications -adopted by the Association for Standardizing Paving Specifications are -very full and satisfactory and are to be highly commended.</p> -</div> -<div class='footnote' id='f41'> -<p class='c007'><a href='#r41'>41</a>. Here again a good concrete foundation is recommended, as being in the end -the most satisfactory and economical. See foot-note<a href='#f6' class='c016'><sup>[6]</sup></a>, page <a href='#Page_23'>23</a>.</p> -</div> -<div class='footnote' id='f42'> -<p class='c007'><a href='#r42'>42</a>. The Association for Standardizing Paving Specifications (New Orleans -meeting) adopted a standard size for paving bricks and blocks as follows: Paving -brick, 8½ inches long, 2½ inches wide and 4 inches in depth. Paving -blocks 8½ inches long, 3½ inches wide and 4 inches deep. There seems to -be no sufficient reason for confining the brick to these dimensions.</p> -</div> -<div class='footnote' id='f43'> -<p class='c007'><a href='#r43'>43</a>. The specifications of the Association for Standardizing Paving Specifications -require that all paving brick shall have lugs on one side, and allow a projection -of ¼ inch from the face of the brick. The object is to provide a wider joint between -the bricks in order to facilitate the filling of the joints. The author does -not believe these lugs necessary, nor that brick without lugs, but otherwise -acceptable, should be excluded. It is certain that many of the best brick pavements -ever constructed have been built of bricks without lugs. If lugs are -required they should preferably not project more than one-eighth inch. The -same reasons that make narrow joints desirable in other block pavements apply -equally to brick pavements.</p> -</div> -<div class='footnote' id='f44'> -<p class='c007'><a href='#r44'>44</a>. The A. S. P. S. Specifications permit a loss of 22% with the block size, but -do not name a permissible loss for “brick” size.</p> -</div> -<div class='footnote' id='f45'> -<p class='c007'><a href='#r45'>45</a>. Absorption of less than one-half of one per cent., usually indicates that a shale -brick has been over-burned, resulting in increased brittleness.</p> -</div> -<div class='footnote' id='f46'> -<p class='c007'><a href='#r46'>46</a>. The absorption test is falling into disfavor, particularly with the manufacturers. -The author believes that it possesses a distinct value and should be -retained.</p> -</div> -<div class='footnote' id='f47'> -<p class='c007'><a href='#r47'>47</a>. The object of this is to make a gutter offering less obstruction to the flow of -water.</p> -</div> -<div class='footnote' id='f48'> -<p class='c007'><a href='#r48'>48</a>. This is the simplest and most effective way to detect soft and underburned -brick.</p> -</div> -<div class='footnote' id='f49'> -<p class='c007'><a href='#r49'>49</a>. <i>If the joints are to be filled with bituminous cement</i>, substitute for sections -90 and 91 the following:</p> - -<p class='c007'>Directly after the completion of the rolling and ramming, all the joints in the -brick pavement and between it and the curbing, manholes or other structures, -shall be filled with a bituminous cement in the following manner:</p> - -<p class='c007'>The bituminous cement shall be composed, by weight, of one hundred (100) -parts of straight-run coal-tar pitch commercially known as number four and -twenty (20) parts of refined Trinidad asphalt melted and thoroughly mixed together -at a temperature of about 350° F., to which shall be added twenty (20) -parts of dry Portland cement, which shall be thoroughly incorporated with the -hot bitumen until a homogeneous mass is produced, and kept agitated so as to -prevent settlement or separation until the cement is used. If another asphalt -is used instead of Trinidad the quantity added to the pitch must be sufficient -so that the cement will not flow at a temperature lower than one hundred and -twenty-five degrees Fahrenheit (125° F.). This cement while at a temperature -of about 325 degrees F. shall then be poured from a spouted vessel into all joints -and vacancies in the pavement until they are completely filled, repouring being -resorted to if necessary to accomplish the complete filling of the joints. After -the joints are thus filled a layer of sand one-half inch thick will be spread over -the whole surface of the pavement and allowed to remain until the engineer shall -direct its removal.</p> -</div> -<div class='footnote' id='f50'> -<p class='c007'><a href='#r50'>50</a>. The bituminous-cement joints are principally for the purpose of providing -for the expansion of the pavement in very hot weather.</p> - -<p class='c007'>Experience seems to have proved that cement grout is, everything considered, -the best and cheapest filling for the joints in brick pavement. If the filling is -properly done, the edges of the brick are supported and the corners do not chip -off. With the expansion joints provided at intervals by the bituminous-filled -joints, the curbs will not be forced out of line, nor will the pavement be raised -from its sand bed by expansion, causing the rumbling sound sometimes noticed.</p> - -<p class='c007'>Where grout filling is used there seems to be no necessity for covering the surface -of the pavement with sand, as is usually done, provided the grout is kept damp.</p> -</div> -<div class='footnote' id='f51'> -<p class='c007'><a href='#r51'>51</a>. Since immunity from early natural decay is secured by preservative treatment, -the important requisite for wood paving blocks is capacity to withstand -the wear and tear of the travel on the street. We have as yet no very satisfactory -data as to the ability of the various species of wood to endure the somewhat -peculiar and special duty to which paving blocks are subjected.</p> - -<p class='c007'>The test which seems to most nearly approach to what is wanted is that of -crushing strength, when the force is applied to the end of the sample, parallel -to its fibers; but this does not embrace the effect of impact to which paving -blocks are subjected under street travel. Whether this may be considered a -function of the end-crushing strength or not is an open question, though there -seems good reason to believe that it will prove to be so; and if so, there is no -good reason why woods of substantially equal strength under the end-crushing -test should not show about the same endurance under street travel, independent -of the element of natural durability, which is practically eliminated by preservative -treatment.</p> - -<p class='c007'>The end-crushing strength per square inch of some of the kinds of timber named -as acceptable is about as follows:</p> - -<table class='table1'> - <tr> - <td class='c009'>Southern long-leaved yellow pine</td> - <td class='c017'>6900 lbs.</td> - </tr> - <tr> - <td class='c009'>Lob-lolly pine</td> - <td class='c017'>6500 lbs.</td> - </tr> - <tr> - <td class='c009'>Short-leaved pine</td> - <td class='c017'>5900 lbs.</td> - </tr> - <tr> - <td class='c009'>Cuban pine</td> - <td class='c017'>7900 lbs.</td> - </tr> - <tr> - <td class='c009'>Norway pine</td> - <td class='c017'>6700 lbs.</td> - </tr> - <tr> - <td class='c009'>Red gum</td> - <td class='c017'>7100 lbs.</td> - </tr> -</table> - -<p class='c007'>It was formerly very customary to specify that only Southern long-leaved -yellow pine might be used for paving blocks, though this requirement was -seldom strictly enforced. The fact is, that with the exception of the test based -upon the number of growth rings per inch, it requires an expert knowledge, -acquired only by long experience, to distinguish with certainty the species of -Southern pine from the appearance of the lumber alone. It is now almost -impossible to obtain in the market shipments of strictly long-leaved yellow pine, -and while that wood is undoubtedly superior to the other pine timbers for paving -blocks it seems useless to specify its exclusive use, or to propose specifications -designed to exclude lumber made from other species of pine. It was doubtless -the recognition of this situation that influenced the Association for Standardizing -Paving Specifications, at its last (New Orleans) convention to adopt a specification which practically admits everything known in the market as “Southern -yellow pine” having annual growth rings averaging less than eight to the inch -and excluding all timber having less than six rings to the inch. Within these -limits these specifications practically admit all pine lumber shipped from Southern -mills.</p> - -<p class='c007'>The specifications here proposed, by limiting the number of growth rings to -nine per inch, would not confine the lumber to true long-leaved yellow pine, but -would secure a more mature and solid quality of lumber. It is true, however, -that both these specifications and those adopted by the A. S. P. C. exclude most -“Cuban pine” lumber which is very rapid growing, the growth rings often numbering -but three or four to the inch, though the strength of the wood from this -species indicates that it may safely be used for pavement.</p> -</div> -<div class='footnote' id='f52'> -<p class='c007'><a href='#r52'>52</a>. The question of the most economical depth for wood paving blocks is as yet -unsettled. In New York City, blocks 3½ inches in depth are adopted as the -standard and are being used on streets of the heaviest travel, the practice of -Berlin, Paris and other foreign cities being thus followed. The arguments in -favor of these short blocks are lower first cost, and that, with much deeper blocks, -the usual uneven wear of a wood pavement will make it so rough as to require -removal before the blocks are worn down so as to be split up and dislodged from -their places. While reliable data on these points are wanting, it seems to the -writer very unwise to use such short blocks on streets of heavy travel, and he -would recommend that the minimum length for use on such streets be 4½ -inches, and he would prefer 5 inches.</p> - -<p class='c007'>On streets of light travel a length of 3½ inches should be satisfactory.</p> - -<p class='c007'>Recent observations on heavy travelled streets in New York indicate that when -long-leaved yellow pine blocks become worn down to a remaining depth of about -2⅛ inches they split up into fine slivers and the pavement goes to pieces.</p> -</div> -<div class='footnote' id='f53'> -<p class='c007'><a href='#r53'>53</a>. Most of the more recent specifications require the use of a heavy oil, said to -be composed of creosote oil with an admixture of refined tar, on the ground that -the tar is necessary as a water-proofing agent to prevent the creosote oil from -being dissolved out by water or evaporated into the air. It is claimed that if -moisture can thus be excluded from entering the wood, decay will be prevented, -even in the absence of the antiseptic elements of creosote oil. It is not intended -to discuss this matter at length here. We know from long experience that -genuine creosote oil is the best preservative of wood so far found; also that creosoted -piles have stood in tidal waters, alternately exposed to water and air, for -twenty-five years and still retain sufficient creosote oil to resist the Teredo—a -very severe test. Why experiment with a comparatively untried material, -particularly when it costs as much as the genuine creosote oil, is rather more -difficult to force into the wood, and has some admitted objectionable qualities?</p> -</div> -<div class='footnote' id='f54'> -<p class='c007'><a href='#r54'>54</a>. It is a common practice of contractors in some cities, in the laying of both -wood-block and asphalt block pavement, where a mortar bed is called for, to -substitute a bed of mixed sand and cement, dampened only to such a degree as -will make the mass pulverulent like damp sand, the claim being made that ordinary -mortar cannot be spread and gaged properly. This claim is unfounded. -The objection to the practice is that the dampened mixture does not contain -sufficient water to cause the cement to set, and with the practically water-tight -paving surface, does not receive, even in rainy weather, the necessary amount of -water. If the weather be dry, the small quantity of moisture in the mixture -quickly evaporates, leaving the so-called mortar bed not much better than a -layer of sand alone. The writer has found such alleged mortar dry and unset -two weeks after the pavement had been completed. If real mortar is not to be -used, a layer of sand might almost as well be substituted at first.</p> -</div> -<div class='footnote' id='f55'> -<p class='c007'><a href='#r55'>55</a>. In a number of cities the specifications require the joints in wood-block pavement -to be filled with Portland cement grout. If the blocks are set as closely -together as they should be, the joints will be so narrow that no grout, thick enough -in consistency to be of value, will enter them, except for a short distance down -from the top, the remaining depth of the joints remaining unfilled. An examination -of any well-laid wood-block pavement soon after it has been attempted to -fill the joints with grout will verify this statement. Furthermore, the oil which -exudes from the blocks, acting on the thin films of grout, seems to deteriorate -the mortar and to render it practically inert. On the contrary, fine -dry sand will readily run into and completely fill the joints, and under travel -the joints will soon become impervious to water. The sand filling is therefore -regarded as better, and it costs less than the grout filling.</p> -</div> -<div class='footnote' id='f56'> -<p class='c007'><a href='#r56'>56</a>. Wherever an old pavement or macadam road can be utilized it makes an -excellent foundation for a pavement of this kind, provided it is not in too dilapidated -a condition, extends from curb to curb, and its surface conforms near -enough to the desired street surface so that the necessary changes and repairs -will not be too expensive. Where the new pavement is expected to carry quite -a heavy travel it is not advisable to use plain crushed stone for filling depressions -and leveling up the surface. It is difficult, even where proper care is used, to -make such patches of broken stone as firm and strong as the adjoining old pavement, -which is a necessary condition to secure satisfactory results; for if the -masses of broken stone yield under travel, slight depressions will form over -them in the bituminous surface, which will in time become holes requiring -repairs. The 1:4:9 concrete specified for this work is not very much more -expensive than plain broken stone, it will not shift or break up under travel, -and will in the end prove a better investment.</p> -</div> -<div class='footnote' id='f57'> -<p class='c007'><a href='#r57'>57</a>. Where a new foundation is required broken stone or macadam is most frequently -used for bituminous concrete pavements. Unless such foundations are -constructed in the same way and with about the same care as is necessary for -a macadam road it is liable to prove unsatisfactory. Under the very heavy -wheel loads that may occasionally pass over the streets, imperfectly compacted -broken stone is likely to shift sufficiently to start incipient ruts which will enlarge -and in time necessitate expensive repairs. Such conditions are frequently seen -on bituminous concrete pavements subjected to heavy travel. These pavements, -like sheet asphalt pavements, require a foundation that will be absolutely -unyielding under travel. For this reason a concrete foundation will generally -be found more economical in the long run than a broken stone foundation. The -increased first cost per square yard is not very great and this additional money -will in most cases prove a good investment. At the usual prices of material and -labor a square yard of 4 inch concrete should cost about 50 cents, while a properly -constructed broken stone foundation 6 inches thick (which would not nearly -equal in strength and rigidity 4 inches of concrete) would cost about 45 cents -per square yard. Considering the much greater durability and lower cost of -repairs of the pavement on the concrete foundation, this small additional cost -is not worth consideration. While the specifications are made to cover the three -kinds of foundation, it is assumed that the kind of foundation to be used will -be decided in advance, and that the part of these specifications relating to the -others kinds of foundation will, in actual use be omitted.</p> -</div> -<div class='footnote' id='f58'> -<p class='c007'><a href='#r58'>58</a>. A bituminous cement composed largely of coal-tar pitch has heretofore been -most used in pavements of this character. It is not denied that very good -pavements have been, and can be built with this material, but the superiority -of the asphaltic cement here specified is so great that it is true economy to use it. -The difference in cost at prevailing prices of material will be ten to twelve cents -per square yard. The greater durability and serviceability of the pavement -made with the asphaltic cement will, particularly on streets of comparatively -heavy travel, far more than justify this additional cost.</p> -</div> -<div class='footnote' id='f59'> -<p class='c007'><a href='#r59'>59</a>. Hydraulic concrete pavement is to be recommended only for country roadways -and for city streets of very moderate travel. While our experience with -this kind of pavement is yet limited there is reason to believe from the nature -of the material that it will not prove to be a satisfactory or economical pavement -for streets of heavy travel. But in all cities and towns there are many residence -streets where the travel is very light, and yet where a permanent pavement -is wanted and warranted. For these, it is believed that a properly constructed -concrete pavement will prove very satisfactory and durable, and the low cost -at which it can be constructed should make it very attractive to city officials and -property owners. The author has advocated its use under such conditions -for many years (see Engineering News, July 21st, 1904). Like other composite -pavements its utility and durability will depend largely upon the good quality -of the materials used and the skill and thoroughness with which the work is -done.</p> - -<p class='c007'>The specifications here offered are the result of the observation and experience -of the author, and it is believed that pavements laid in accordance with them will -give very satisfactory results.</p> -</div> -<div class='footnote' id='f60'> -<p class='c007'><a href='#r60'>60</a>. A number of engineers advocate the construction of concrete pavement in -one homogeneous course, and quite a number of pavements have been constructed -in this way.</p> - -<p class='c007'>Like any other composite pavement, it is called upon to perform two functions; -to safely sustain the weight of loads passing over it, and to resist wear and -abrasion of its surface. A material and form of construction that meets the -first requirement may not meet the second. Experience has proved that ordinary -1:3:6 concrete makes an entirely satisfactory foundation for any pavement, -but it lacks the hardness and strength to successfully resist the surface -abrasion of travel. To secure this quality a richer and harder concrete is called -for, but it is unnecessary that the foundation should be equally hard. To -construct the pavement in two courses as here specified would seem to be the -logical way, especially as it decreases the total cost, and should make a more -durable pavement.</p> -</div> -<div class='footnote' id='f61'> -<p class='c007'><a href='#r61'>61</a>. Some engineers advocate a greater total thickness of the pavement than is -here specified (6 inches). Considering that this pavement should never be used -on heavy traveled streets, a total thickness of concrete of six inches will have -ample strength to carry the loads to which it will be subjected. If so, it is a -useless waste of money to increase the thickness of the concrete.</p> -</div> -<div class='footnote' id='f62'> -<p class='c007'><a href='#r62'>62</a>. The use of limestone for the top course (unless it is of very superior quality) -is not advisable or economical unless the cost of trap rock is so high as to be -prohibitive, which, considering its superior durability under the wear of travel, -will not often be the case.</p> -</div> -<div class='footnote' id='f63'> -<p class='c007'><a href='#r63'>63</a>. It is advisable to remove the screenings from this surface mixture for two -reasons: first, to secure greater uniformity of composition. If the screenings -are allowed to remain in the aggregate, there is danger of segregation into patches -of different sized aggregate and different ratios of materials, which it is very -important to avoid, and second, the small fragments of stone are more likely -to be crushed under the concentrated weight of wheels than the larger masses, -and to thus start disintegration. Lack of uniformity in the composition and -homogeneity in this surface-course concrete is especially to be guarded against, -otherwise the surface of the pavement will wear unevenly and depressions and -ruts are likely to result.</p> -</div> -<div class='footnote' id='f64'> -<p class='c007'><a href='#r64'>64</a>. The ideal composition of this surface-course concrete is one where the stone -forms the largest possible part of the mass consistent with sufficient mortar to fill -the voids and thoroughly bind the fragments of stone together.</p> -</div> -<div class='footnote' id='f65'> -<p class='c007'><a href='#r65'>65</a>. The importance of securing high quality and great uniformity in the surface -course cannot be urged too strongly.</p> -</div> -<div class='footnote' id='f66'> -<p class='c007'><a href='#r66'>66</a>. This requirement must be strictly enforced. Otherwise there will be danger -that the two courses may not properly adhere to each other. It is the writer’s -experience that if this rule is observed there will be no danger of the two courses -separating.</p> -</div> -<div class='footnote' id='f67'> -<p class='c007'><a href='#r67'>67</a>. The purpose of this rolling is mainly to evenly compress the mass and thus -secure its uniform density. It also produces a truer surface than can usually -be secured by ramming alone.</p> -</div> -<div class='footnote' id='f68'> -<p class='c007'><a href='#r68'>68</a>. Among engineers there is quite a wide difference of opinion as to the proper -spacing of expansion joints, and, in fact, as to the necessity or advisability of -providing them at all. It has been suggested that it might be better to omit -them entirely, allowing the pavement to form its own expansion joints by cracking -along lines where natural forces dictate. Such cracks by their irregularity give -a bad appearance to the surface, but observation seems to indicate that the edges -of these natural joints wear as well as those made by expansion joints. Further -observation and experience is needed in the matter. In most concrete it is -known that some contraction takes place during the setting of the cement, -regardless of temperature changes, and cracking is probably due as much to -this permanent contraction as to that caused by low temperature. The coefficient -of expansion of concrete by heat is variable but so small that expansion -joints ⅛ inch wide every fifty feet along the street should provide for -temperature changes.</p> -</div> -<div class='footnote' id='f69'> -<p class='c007'><a href='#r69'>69</a>. If the expansion joints are not thus filled with bituminous cement they will -become filled and packed with incompressible stone, sand, etc., that will not -permit expansion.</p> -</div> -<div class='footnote' id='f70'> -<p class='c007'><a href='#r70'>70</a>. The practical value of oiling concrete pavements has not yet been determined -by sufficient experience. There is reason, however, to believe that the slight -coating of bitumen will materially preserve the surface from abrasion and that -its benefit will thus be greater than its cost. It will also tend to prevent the very -slight dust that might otherwise exist on the pavement.</p> -</div> -<div class='footnote' id='f71'> -<p class='c007'><a href='#r71'>71</a>. In this class of pavements the contractor or promoter may properly be -required to assume responsibility for the character and utility of the work produced, -and the municipal authorities should assume no part of such responsibility.</p> -</div> -<div class='footnote' id='f72'> -<p class='c007'><a href='#r72'>72</a>. Upon the general subject of time guarantees of municipal work, see Chapter -XI, “Municipal Public Works,” by the author.</p> -</div> -<div class='footnote' id='f73'> -<p class='c007'><a href='#r73'>73</a>. Concrete combined curb and gutter is suitable for use on the great majority -of residence streets, and others where the travel is not excessive, or where it -will not be subjected to specially severe use, as on business streets where heavy -vehicles are likely to be often backed against the curb. If properly constructed -it will have sufficient hardness and strength to withstand all ordinary usage; it -makes a better appearance, particularly on residence streets, than any other -kind of curbing, is durable, and is usually less expensive than any other suitable, -equally durable and equally well-finished curbing of natural stone, since the -gutter displaces an equal area of pavement.</p> -</div> -<div class='footnote' id='f74'> -<p class='c007'><a href='#r74'>74</a>. The sketch here presented conforms pretty closely to usual practice except -in the width of the gutter. It is not uncommon to make the gutter from two -to three feet wide. This is not necessary or desirable. A width of 15 to 18 -inches forms a sufficient gutter to carry away all drainage except during very -heavy rainfalls. Where the gutter projects out into the street sufficiently far -to be exposed to large numbers of heavily loaded wheels the outer corner is -likely to become broken off or unduly abraded.</p> -</div> -<div class='footnote' id='f75'> -<p class='c007'><a href='#r75'>75</a>. Curbing of all kinds is more likely to be injured by freezing and the -heaving of frost under and around it than from any other cause. Good drainage -is the best protection against such injury. It is important that these drains -shall be connected with sewers, drains or other outlets, so that water will not -stand in them.</p> -</div> -<div class='footnote' id='f76'> -<p class='c007'><a href='#r76'>76</a>. The most notable departure of these specifications from usual practice is -the use of a solid body of rich, homogeneous concrete for the whole section of the -structure, thus avoiding the use of two courses and qualities of concrete—the -core concrete and the facing. The most common cause of failure of concrete -curbs and gutters is the separation, more or less, of the facing from the core -concrete. Without doubt this can be prevented by the use of proper materials, -careful work, and the strict observance of the rule that the facing course must -be applied before the core concrete has begun to set. But it is difficult to always -secure these favorable conditions. Computation will show that the difference -in cost of materials, between the usual two-course construction and a single -body of rich concrete throughout, is not very great, while the saving in cost of -labor is so considerable as to make the actual difference in cost of the two types -very small. There can be no doubt that the simpler construction and the consequent -greater certainty of securing a durable and satisfactory job is greatly -in favor of the construction here recommended.</p> -</div> -<div class='footnote' id='f77'> -<p class='c007'><a href='#r77'>77</a>. The appearance of “hair cracks” on the surface of rich concrete, finished by -troweling, and the blotched appearance of the surface of concrete curbing, are -usually caused by improper finishing. The glazed surface produced by troweling, -particularly where pure, dry cement or neat mortar is applied is almost -sure to develop hair cracks, and the varying texture of the surface is likely to -absorb water unevenly and thus produce, in time, the unevenly colored or -blotched surface so often seen.</p> -</div> -<div class='footnote' id='f78'> -<p class='c007'><a href='#r78'>78</a>. The utility and durability of hydraulic concrete sidewalks depends largely -on the quality of materials and workmanship employed in the work. Too -frequently, specifications for this work are not sufficiently full, or not prepared -with the requisite care, or the work is not properly supervised or inspected -while in progress. The aggregate importance and cost of this sidewalk work -in our cities warrants more care and attention than it generally receives.</p> -</div> -<div class='footnote' id='f79'> -<p class='c007'><a href='#r79'>79</a>. Determined by the thickness of the drainage course adopted.</p> -</div> -<div class='footnote' id='f80'> -<p class='c007'><a href='#r80'>80</a>. It is customary in many cities to require that the drainage course under the -concrete shall have a depth of twelve or more inches. This deep-drainage is -designed to prevent the heaving of the sidewalk by freezing. Experience seems -to prove that this is not necessary, particularly if tile drains are provided to carry -off the water from the drainage course, as specified. Comparatively dry material, -even earth, does not heave with freezing; on the other hand, if the material and -the trench in which it is placed is wholly or partly filled with water, heaving is -liable to occur in severe freezing weather, whatever the depth of the drainage -course. Experience has proven, however, that four inches of drainage material -is sufficient if the water is drained out of it, while if allowed to stand saturated -with water, deeper drainage will give little if any better results. Where the soil -is sandy or the natural drainage is otherwise good, no drainage course is necessary.</p> -</div> -<div class='footnote' id='f81'> -<p class='c007'><a href='#r81'>81</a>. Except in the matter of low first cost cinders are not desirable for the drainage -course. In time, this material is likely to slack, or decompose, and shrink in -volume more or less and to allow the sidewalk to settle. The hollow sound one -often notices when walking over a sidewalk and the cracks that frequently appear, -are usually caused by the irregular settlement of the drainage course. The object -of wetting down the cinders several days before they are used is to cause as much -as possible of this slacking to take place before the cinders are used in the -drainage course.</p> -</div> -<div class='footnote' id='f82'> -<p class='c007'><a href='#r82'>82</a>. There is a good deal of diversity of practice in the thickness of the concrete -to be used. For all ordinary sidewalks three inches of bottom course and one -inch of surface-course are ample, and in many cases the thickness of the surface -course has been reduced to one-half inch with satisfactory results. Three-fourths -inch of surface-course, if fairly uniform in thickness and of good quality, -will generally be ample for ordinary sidewalks.</p> -</div> -<div class='footnote' id='f83'> -<p class='c007'><a href='#r83'>83</a>. It is customary to make the surface-course concrete much richer than this, -but it is not necessary if the materials are good and the work well done.</p> -</div> -<div class='footnote' id='f84'> -<p class='c007'><a href='#r84'>84</a>. This requirement is very important and should be strictly enforced, otherwise -there is danger that by the action of water, frost, and time, the two courses -may separate and the surface-course break up—a condition not infrequently -observed.</p> -</div> -<div class='footnote' id='f85'> -<p class='c007'><a href='#r85'>85</a>. The troweling not only helps to secure a true surface, but tends to produce a -dense surface on the concrete; but it is not desirable that this surface shall be -smooth and glassy, hence the slight roughening of the surface with a wire brush.</p> -</div> -<div class='footnote' id='f86'> -<p class='c007'><a href='#r86'>86</a>. Care must be taken to make and leave these expansion joints open to their -full width entirely through the concrete. The practice of forming these expansion -joints by partitions of iron plate, against which the blocks of sidewalk are -built is not advised, for the reason that they are likely to prevent the thorough -compression of the concrete surface against or near the plates.</p> -</div> - -<div class='pbb'> - <hr class='pb c002' /> -</div> -<div class='tnotes x-ebookmaker'> - -<div class='chapter ph2'> - -<div class='nf-center-c0'> -<div class='nf-center c001'> - <div>TRANSCRIBER’S NOTES</div> - </div> -</div> - -</div> - - <ol class='ol_1 c004'> - <li>Silently corrected obvious typographical errors and variations in spelling. - - </li> - <li>Retained archaic, non-standard, and uncertain spellings as printed. - - </li> - <li>Re-indexed footnotes using numbers and collected together at the end of the last - chapter. - </li> - </ol> - -</div> - -<div style='display:block; margin-top:4em'>*** END OF THE PROJECT GUTENBERG EBOOK SPECIFICATIONS FOR STREET ROADWAY PAVEMENTS ***</div> -<div style='text-align:left'> - -<div style='display:block; margin:1em 0'> -Updated editions will replace the previous one—the old editions will -be renamed. -</div> - -<div style='display:block; margin:1em 0'> -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the United -States without permission and without paying copyright -royalties. Special rules, set forth in the General Terms of Use part -of this license, apply to copying and distributing Project -Gutenberg™ electronic works to protect the PROJECT GUTENBERG™ -concept and trademark. Project Gutenberg is a registered trademark, -and may not be used if you charge for an eBook, except by following -the terms of the trademark license, including paying royalties for use -of the Project Gutenberg trademark. If you do not charge anything for -copies of this eBook, complying with the trademark license is very -easy. You may use this eBook for nearly any purpose such as creation -of derivative works, reports, performances and research. Project -Gutenberg eBooks may be modified and printed and given away—you may -do practically ANYTHING in the United States with eBooks not protected -by U.S. copyright law. Redistribution is subject to the trademark -license, especially commercial redistribution. -</div> - -<div style='margin-top:1em; font-size:1.1em; text-align:center'>START: FULL LICENSE</div> -<div style='text-align:center;font-size:0.9em'>THE FULL PROJECT GUTENBERG LICENSE</div> -<div style='text-align:center;font-size:0.9em'>PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK</div> - -<div style='display:block; margin:1em 0'> -To protect the Project Gutenberg™ mission of promoting the free -distribution of electronic works, by using or distributing this work -(or any other work associated in any way with the phrase “Project -Gutenberg”), you agree to comply with all the terms of the Full -Project Gutenberg™ License available with this file or online at -www.gutenberg.org/license. -</div> - -<div style='display:block; font-size:1.1em; margin:1em 0; font-weight:bold'> -Section 1. General Terms of Use and Redistributing Project Gutenberg™ electronic works -</div> - -<div style='display:block; margin:1em 0'> -1.A. By reading or using any part of this Project Gutenberg™ -electronic work, you indicate that you have read, understand, agree to -and accept all the terms of this license and intellectual property -(trademark/copyright) agreement. If you do not agree to abide by all -the terms of this agreement, you must cease using and return or -destroy all copies of Project Gutenberg™ electronic works in your -possession. If you paid a fee for obtaining a copy of or access to a -Project Gutenberg™ electronic work and you do not agree to be bound -by the terms of this agreement, you may obtain a refund from the person -or entity to whom you paid the fee as set forth in paragraph 1.E.8. -</div> - -<div style='display:block; margin:1em 0'> -1.B. “Project Gutenberg” is a registered trademark. It may only be -used on or associated in any way with an electronic work by people who -agree to be bound by the terms of this agreement. There are a few -things that you can do with most Project Gutenberg™ electronic works -even without complying with the full terms of this agreement. See -paragraph 1.C below. There are a lot of things you can do with Project -Gutenberg™ electronic works if you follow the terms of this -agreement and help preserve free future access to Project Gutenberg™ -electronic works. See paragraph 1.E below. -</div> - -<div style='display:block; margin:1em 0'> -1.C. The Project Gutenberg Literary Archive Foundation (“the -Foundation” or PGLAF), owns a compilation copyright in the collection -of Project Gutenberg™ electronic works. Nearly all the individual -works in the collection are in the public domain in the United -States. If an individual work is unprotected by copyright law in the -United States and you are located in the United States, we do not -claim a right to prevent you from copying, distributing, performing, -displaying or creating derivative works based on the work as long as -all references to Project Gutenberg are removed. Of course, we hope -that you will support the Project Gutenberg™ mission of promoting -free access to electronic works by freely sharing Project Gutenberg™ -works in compliance with the terms of this agreement for keeping the -Project Gutenberg™ name associated with the work. You can easily -comply with the terms of this agreement by keeping this work in the -same format with its attached full Project Gutenberg™ License when -you share it without charge with others. -</div> - -<div style='display:block; margin:1em 0'> -1.D. The copyright laws of the place where you are located also govern -what you can do with this work. Copyright laws in most countries are -in a constant state of change. If you are outside the United States, -check the laws of your country in addition to the terms of this -agreement before downloading, copying, displaying, performing, -distributing or creating derivative works based on this work or any -other Project Gutenberg™ work. The Foundation makes no -representations concerning the copyright status of any work in any -country other than the United States. -</div> - -<div style='display:block; margin:1em 0'> -1.E. Unless you have removed all references to Project Gutenberg: -</div> - -<div style='display:block; margin:1em 0'> -1.E.1. The following sentence, with active links to, or other -immediate access to, the full Project Gutenberg™ License must appear -prominently whenever any copy of a Project Gutenberg™ work (any work -on which the phrase “Project Gutenberg” appears, or with which the -phrase “Project Gutenberg” is associated) is accessed, displayed, -performed, viewed, copied or distributed: -</div> - -<blockquote> - <div style='display:block; margin:1em 0'> - This eBook is for the use of anyone anywhere in the United States and most - other parts of the world at no cost and with almost no restrictions - whatsoever. You may copy it, give it away or re-use it under the terms - of the Project Gutenberg License included with this eBook or online - at <a href="https://www.gutenberg.org">www.gutenberg.org</a>. If you - are not located in the United States, you will have to check the laws - of the country where you are located before using this eBook. - </div> -</blockquote> - -<div style='display:block; margin:1em 0'> -1.E.2. If an individual Project Gutenberg™ electronic work is -derived from texts not protected by U.S. copyright law (does not -contain a notice indicating that it is posted with permission of the -copyright holder), the work can be copied and distributed to anyone in -the United States without paying any fees or charges. If you are -redistributing or providing access to a work with the phrase “Project -Gutenberg” associated with or appearing on the work, you must comply -either with the requirements of paragraphs 1.E.1 through 1.E.7 or -obtain permission for the use of the work and the Project Gutenberg™ -trademark as set forth in paragraphs 1.E.8 or 1.E.9. -</div> - -<div style='display:block; margin:1em 0'> -1.E.3. If an individual Project Gutenberg™ electronic work is posted -with the permission of the copyright holder, your use and distribution -must comply with both paragraphs 1.E.1 through 1.E.7 and any -additional terms imposed by the copyright holder. Additional terms -will be linked to the Project Gutenberg™ License for all works -posted with the permission of the copyright holder found at the -beginning of this work. -</div> - -<div style='display:block; margin:1em 0'> -1.E.4. Do not unlink or detach or remove the full Project Gutenberg™ -License terms from this work, or any files containing a part of this -work or any other work associated with Project Gutenberg™. -</div> - -<div style='display:block; margin:1em 0'> -1.E.5. Do not copy, display, perform, distribute or redistribute this -electronic work, or any part of this electronic work, without -prominently displaying the sentence set forth in paragraph 1.E.1 with -active links or immediate access to the full terms of the Project -Gutenberg™ License. -</div> - -<div style='display:block; margin:1em 0'> -1.E.6. You may convert to and distribute this work in any binary, -compressed, marked up, nonproprietary or proprietary form, including -any word processing or hypertext form. However, if you provide access -to or distribute copies of a Project Gutenberg™ work in a format -other than “Plain Vanilla ASCII” or other format used in the official -version posted on the official Project Gutenberg™ website -(www.gutenberg.org), you must, at no additional cost, fee or expense -to the user, provide a copy, a means of exporting a copy, or a means -of obtaining a copy upon request, of the work in its original “Plain -Vanilla ASCII” or other form. Any alternate format must include the -full Project Gutenberg™ License as specified in paragraph 1.E.1. -</div> - -<div style='display:block; margin:1em 0'> -1.E.7. Do not charge a fee for access to, viewing, displaying, -performing, copying or distributing any Project Gutenberg™ works -unless you comply with paragraph 1.E.8 or 1.E.9. -</div> - -<div style='display:block; margin:1em 0'> -1.E.8. You may charge a reasonable fee for copies of or providing -access to or distributing Project Gutenberg™ electronic works -provided that: -</div> - -<div style='margin-left:0.7em;'> - <div style='text-indent:-0.7em'> - • You pay a royalty fee of 20% of the gross profits you derive from - the use of Project Gutenberg™ works calculated using the method - you already use to calculate your applicable taxes. The fee is owed - to the owner of the Project Gutenberg™ trademark, but he has - agreed to donate royalties under this paragraph to the Project - Gutenberg Literary Archive Foundation. Royalty payments must be paid - within 60 days following each date on which you prepare (or are - legally required to prepare) your periodic tax returns. Royalty - payments should be clearly marked as such and sent to the Project - Gutenberg Literary Archive Foundation at the address specified in - Section 4, “Information about donations to the Project Gutenberg - Literary Archive Foundation.” - </div> - - <div style='text-indent:-0.7em'> - • You provide a full refund of any money paid by a user who notifies - you in writing (or by e-mail) within 30 days of receipt that s/he - does not agree to the terms of the full Project Gutenberg™ - License. You must require such a user to return or destroy all - copies of the works possessed in a physical medium and discontinue - all use of and all access to other copies of Project Gutenberg™ - works. - </div> - - <div style='text-indent:-0.7em'> - • You provide, in accordance with paragraph 1.F.3, a full refund of - any money paid for a work or a replacement copy, if a defect in the - electronic work is discovered and reported to you within 90 days of - receipt of the work. - </div> - - <div style='text-indent:-0.7em'> - • You comply with all other terms of this agreement for free - distribution of Project Gutenberg™ works. - </div> -</div> - -<div style='display:block; margin:1em 0'> -1.E.9. If you wish to charge a fee or distribute a Project -Gutenberg™ electronic work or group of works on different terms than -are set forth in this agreement, you must obtain permission in writing -from the Project Gutenberg Literary Archive Foundation, the manager of -the Project Gutenberg™ trademark. Contact the Foundation as set -forth in Section 3 below. -</div> - -<div style='display:block; margin:1em 0'> -1.F. -</div> - -<div style='display:block; margin:1em 0'> -1.F.1. Project Gutenberg volunteers and employees expend considerable -effort to identify, do copyright research on, transcribe and proofread -works not protected by U.S. copyright law in creating the Project -Gutenberg™ collection. Despite these efforts, Project Gutenberg™ -electronic works, and the medium on which they may be stored, may -contain “Defects,” such as, but not limited to, incomplete, inaccurate -or corrupt data, transcription errors, a copyright or other -intellectual property infringement, a defective or damaged disk or -other medium, a computer virus, or computer codes that damage or -cannot be read by your equipment. -</div> - -<div style='display:block; margin:1em 0'> -1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the “Right -of Replacement or Refund” described in paragraph 1.F.3, the Project -Gutenberg Literary Archive Foundation, the owner of the Project -Gutenberg™ trademark, and any other party distributing a Project -Gutenberg™ electronic work under this agreement, disclaim all -liability to you for damages, costs and expenses, including legal -fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT -LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE -PROVIDED IN PARAGRAPH 1.F.3. YOU AGREE THAT THE FOUNDATION, THE -TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE -LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR -INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH -DAMAGE. -</div> - -<div style='display:block; margin:1em 0'> -1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a -defect in this electronic work within 90 days of receiving it, you can -receive a refund of the money (if any) you paid for it by sending a -written explanation to the person you received the work from. If you -received the work on a physical medium, you must return the medium -with your written explanation. The person or entity that provided you -with the defective work may elect to provide a replacement copy in -lieu of a refund. If you received the work electronically, the person -or entity providing it to you may choose to give you a second -opportunity to receive the work electronically in lieu of a refund. If -the second copy is also defective, you may demand a refund in writing -without further opportunities to fix the problem. -</div> - -<div style='display:block; margin:1em 0'> -1.F.4. Except for the limited right of replacement or refund set forth -in paragraph 1.F.3, this work is provided to you ‘AS-IS’, WITH NO -OTHER WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT -LIMITED TO WARRANTIES OF MERCHANTABILITY OR FITNESS FOR ANY PURPOSE. -</div> - -<div style='display:block; margin:1em 0'> -1.F.5. Some states do not allow disclaimers of certain implied -warranties or the exclusion or limitation of certain types of -damages. If any disclaimer or limitation set forth in this agreement -violates the law of the state applicable to this agreement, the -agreement shall be interpreted to make the maximum disclaimer or -limitation permitted by the applicable state law. The invalidity or -unenforceability of any provision of this agreement shall not void the -remaining provisions. -</div> - -<div style='display:block; margin:1em 0'> -1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the -trademark owner, any agent or employee of the Foundation, anyone -providing copies of Project Gutenberg™ electronic works in -accordance with this agreement, and any volunteers associated with the -production, promotion and distribution of Project Gutenberg™ -electronic works, harmless from all liability, costs and expenses, -including legal fees, that arise directly or indirectly from any of -the following which you do or cause to occur: (a) distribution of this -or any Project Gutenberg™ work, (b) alteration, modification, or -additions or deletions to any Project Gutenberg™ work, and (c) any -Defect you cause. -</div> - -<div style='display:block; font-size:1.1em; margin:1em 0; font-weight:bold'> -Section 2. Information about the Mission of Project Gutenberg™ -</div> - -<div style='display:block; margin:1em 0'> -Project Gutenberg™ is synonymous with the free distribution of -electronic works in formats readable by the widest variety of -computers including obsolete, old, middle-aged and new computers. It -exists because of the efforts of hundreds of volunteers and donations -from people in all walks of life. -</div> - -<div style='display:block; margin:1em 0'> -Volunteers and financial support to provide volunteers with the -assistance they need are critical to reaching Project Gutenberg™’s -goals and ensuring that the Project Gutenberg™ collection will -remain freely available for generations to come. In 2001, the Project -Gutenberg Literary Archive Foundation was created to provide a secure -and permanent future for Project Gutenberg™ and future -generations. To learn more about the Project Gutenberg Literary -Archive Foundation and how your efforts and donations can help, see -Sections 3 and 4 and the Foundation information page at www.gutenberg.org. -</div> - -<div style='display:block; font-size:1.1em; margin:1em 0; font-weight:bold'> -Section 3. Information about the Project Gutenberg Literary Archive Foundation -</div> - -<div style='display:block; margin:1em 0'> -The Project Gutenberg Literary Archive Foundation is a non-profit -501(c)(3) educational corporation organized under the laws of the -state of Mississippi and granted tax exempt status by the Internal -Revenue Service. The Foundation’s EIN or federal tax identification -number is 64-6221541. Contributions to the Project Gutenberg Literary -Archive Foundation are tax deductible to the full extent permitted by -U.S. federal laws and your state’s laws. -</div> - -<div style='display:block; margin:1em 0'> -The Foundation’s business office is located at 809 North 1500 West, -Salt Lake City, UT 84116, (801) 596-1887. Email contact links and up -to date contact information can be found at the Foundation’s website -and official page at www.gutenberg.org/contact -</div> - -<div style='display:block; font-size:1.1em; margin:1em 0; font-weight:bold'> -Section 4. Information about Donations to the Project Gutenberg Literary Archive Foundation -</div> - -<div style='display:block; margin:1em 0'> -Project Gutenberg™ depends upon and cannot survive without widespread -public support and donations to carry out its mission of -increasing the number of public domain and licensed works that can be -freely distributed in machine-readable form accessible by the widest -array of equipment including outdated equipment. Many small donations -($1 to $5,000) are particularly important to maintaining tax exempt -status with the IRS. -</div> - -<div style='display:block; margin:1em 0'> -The Foundation is committed to complying with the laws regulating -charities and charitable donations in all 50 states of the United -States. Compliance requirements are not uniform and it takes a -considerable effort, much paperwork and many fees to meet and keep up -with these requirements. We do not solicit donations in locations -where we have not received written confirmation of compliance. To SEND -DONATIONS or determine the status of compliance for any particular state -visit <a href="https://www.gutenberg.org/donate/">www.gutenberg.org/donate</a>. -</div> - -<div style='display:block; margin:1em 0'> -While we cannot and do not solicit contributions from states where we -have not met the solicitation requirements, we know of no prohibition -against accepting unsolicited donations from donors in such states who -approach us with offers to donate. -</div> - -<div style='display:block; margin:1em 0'> -International donations are gratefully accepted, but we cannot make -any statements concerning tax treatment of donations received from -outside the United States. U.S. laws alone swamp our small staff. -</div> - -<div style='display:block; margin:1em 0'> -Please check the Project Gutenberg web pages for current donation -methods and addresses. Donations are accepted in a number of other -ways including checks, online payments and credit card donations. To -donate, please visit: www.gutenberg.org/donate -</div> - -<div style='display:block; font-size:1.1em; margin:1em 0; font-weight:bold'> -Section 5. General Information About Project Gutenberg™ electronic works -</div> - -<div style='display:block; margin:1em 0'> -Professor Michael S. Hart was the originator of the Project -Gutenberg™ concept of a library of electronic works that could be -freely shared with anyone. For forty years, he produced and -distributed Project Gutenberg™ eBooks with only a loose network of -volunteer support. -</div> - -<div style='display:block; margin:1em 0'> -Project Gutenberg™ eBooks are often created from several printed -editions, all of which are confirmed as not protected by copyright in -the U.S. unless a copyright notice is included. Thus, we do not -necessarily keep eBooks in compliance with any particular paper -edition. -</div> - -<div style='display:block; margin:1em 0'> -Most people start at our website which has the main PG search -facility: <a href="https://www.gutenberg.org">www.gutenberg.org</a>. -</div> - -<div style='display:block; margin:1em 0'> -This website includes information about Project Gutenberg™, -including how to make donations to the Project Gutenberg Literary -Archive Foundation, how to help produce our new eBooks, and how to -subscribe to our email newsletter to hear about new eBooks. -</div> - -</div> - </body> - <!-- created with ppgen.py 3.57c on 2022-07-06 18:01:25 GMT --> -</html> diff --git a/old/68464-h/images/cover.jpg b/old/68464-h/images/cover.jpg Binary files differdeleted file mode 100644 index 4f1b666..0000000 --- a/old/68464-h/images/cover.jpg +++ /dev/null diff --git a/old/68464-h/images/i_128.jpg b/old/68464-h/images/i_128.jpg Binary files differdeleted file mode 100644 index a7eb488..0000000 --- a/old/68464-h/images/i_128.jpg +++ /dev/null |
